Full text of "Agreement for a Hamilton ICTS Pre-Implementation Program Between the Regionality Municipality of Hamilton-Wentworth and Urban Transportation Development Corporation Ltd."

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HAMILTON PUBLIC LIBRARY

GOVERN EARS etetan tt te Core
ie SETS KEP RARa LE wea EF She

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Sa Wane RE ANS PF uek

AGREEMENT

FOR A HAMILTON ICTS PRE-IMPLEMENTATION PROGRAM
RETWEEN

THE REGIONAL MUNICIPALITY OF HAMILTON-WENTWORTH

AND

URBAN TRANSPORTATION DEVELOPMENT CORPORATION LTD.

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HAMILTON PUBLIC LIBRARY

AGREEMENT

FOR A HAMILTON ICTS PRE-IMPLEMENTATION PROGRAM

BETWEEN

THE REGIONAL MUNICIPALITY OF HAMILTON-WENTWORTH

AND

URBAN TRANSPORTATION DEVELOPMENT CORPORATION LTD.

Digitized by the Internet Archive
in 2023 with funding from
Hamilton Public Library

https://archive.org/details/agreementiorhami0Ounse

TABLE OF CONTENTS

PAGE

ARTICLE I

DEFINITIONS 3
ARTICLE II

CONDUCT OF THE PRE-IMPLEMENTATION PROGRAM

BY THE REGION 8
ARTICLE If

RESPONSIBILITIES OF UTDC 9
ARTICLE IV

PROSECUTION OF THE WORK 10
ARTICLE V

REPORTS AND DATA 14
ARTICLE VI

CONSIDERATION AND PAYMENT 18
ARTICLEY Vit

USE OF THE REGION'S RESOURCES 24
ARTICLE VILLI

TERMINATION FOR CAUSE BY THE REGION 24

TERMINATION WITHOUT CAUSE BY THE REGION 26

TERMINATION BY UTDC 28

SUSPENSION OR DELAY 20
ARTICLE 1%

INDEMNIFICATIONS 30

ASSIGNMENTS BY UTDC ak

WAIVER 32

APPLICABLE LAW a2

COMPLIANCE WITH LOCAL LAWS Bz

ARBITRATION 33

NOTICES 34

HEADINGS 35

CANADIAN CONTENT 36

ARTICLE Xx

ORDER OF PRECEDENCE OF THE CONTRACT DOCUMENTS 36

WRDCOY IOTEATESIALTAL~-Get. Gat 40

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SCHEDULE A - STATEMENT OF WORK

1.0 INTRODUCTION & PURPOSE

2.0 GENERAL DESCRIPTION OF THE
PRE-IMPLEMENTATION PROGRAM

3.0 PRE-IMPLEMENTATION PROGRAM
MANAGEMENT

Steering Committee
Technical Committee

O Progece coordi nator

Sak Project Manager

2 Project Advisory Group

4.0 SPECIFIC WORK TASK DESCRIPTION

beat Project Management

4.1.1 Task Purpose

4% 2 Contract Master Schedule
4.1.3 Financial Management
4.1.4 Consultant Selection

42°” Data Collection

1 Task Purpose
2 Requirements
ADS | Sources

4 Collection

5 Data Bank

4.3 Rapid Transit Rationale

zt Task Purpose

2 Corridor Definition
Aye Facility Purpose

4 Implementation Timing

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4.4 Environmental Assessment

Task Purpose

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Requirements of the Act

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Assessment Program
Program Definition
Environmental Assessment
Documentation

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4.5 Public Participation Program

al Task Purpose

2 Program Definition
ie Program Execution

4 Public. rarticrpation

4.6 Operational Requirement

Task Purpose

System Requirements Document
i! Requirements Parameters

Se Requirements Definition

3 Requirements Update

Aven Preliminary Design Standards

1 Task Purpose
~2 Preliminary Design Standards
Manual

4.8 Evaluation Criteria

i Task Purpose
2 Evaluation Criteria
3 Evaluation Method

Gas1.)

The Environmental Assessment Act

Other Provincial and Federal Acts

PAGE

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Comparison of Alternative Modes

Task Purpose
ICTS Assessment
Modal Comparison

Alternative Alignment
Indentification

Task Purpose

Alignment Development
Physical Description
Alignment Characteristics

Alignment Analysis and

Evaluation

Task Purpose

Preliminary Analysis and
Evaluation

Detailed Analysis and
Evaluation

Evaluation Documentation

Preliminary System Description

Task Purpose

Functional Plan

Preliminary System Specification
System Operations Concept

Urban Integration

Environmental Integration
Operating Cost Analysis
Preliminary Implementation Plan
Capital Cost Estimate

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SCHEDULE

PAGE

DELIVERABLES 40

Program Management

Data Collection

Definition of Alternatives 41
System Requirements

Comparison of Alternative Modes

Evaluation of Alignment

Alternatives

Design of Infrastructure

Preliminary System Description

Top Level Implementation Plan 42

PRELIMINARY SCHEDULE 42

RESPONSIBILITY MATRIX

PRELIMINARY COST ESTIMATE

Interim Financing Agreement between Her Majesty
The Queen in right of the Province of Ontario, as
represented by the Minister of Transportation and
Communications, and The Regional Municipality of
Hamilton - Wentworth and dated the @ day of July,
19380:.

Proposed Project Schedule for overall revenue
demonstration program.

UTDC Application to the Government of Canada for
industrial technology development financial
assistance, Volumes 1 and 2, dated June 25, 1979.

Document entitled ICTS Operational Requirement

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AGREEMENT, dated this 30th day of July, 1980

Bob T WE E Ne

THE REGIONAL MUNICIPALITY OF HAMILTON-WENTWORTH, a body corporate
established by The Regional Municipality of Hamilton-Wentworth
Act of 1973, (hereinafter referred to as the "Region")

OR THE. FIRST PART
AND:
URBAN TRANSPORTATION DEVELOPMENT CORPORATION LTD., a company
incorporated under the laws of Canada, (hereinafter sometimes

Nererred to as “UTDC")

OF THE SECOND PART:

WHEREAS UTDC, under agreements with the Government of the
Province of Ontario, as represented by the Minister of
Transportation and Communications, has designed and developed an
experimental and demonstration intermediate capacity transit

system; and

WHEREAS the Region is desirous of carrying out the
Pre-implementation Program (as hereinafter defined) and placing
into operation in Hamilton a rapid transit system generally in
accordance with the system and the transportation corridor
described in the UTDC application for Government of Canada
financial assistance, a copy of which is attached hereto as

Schedule E; and

WHEREAS agreement in principle has been obtained from the
Minister of Industry, Trade and Commerce, Canada, and the
Minister of Transportation and Communications, Ontario for
financial participation by the Governments of Canada and Ontario

in a potential revenue demonstration project in Hamilton; and

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WHEREAS it is the intent of the parties, the Government of
Ontario and the Government of Canada to execute formal contracts
among themselves putting into place the aforementioned
agreements, but the parties, the Government of Ontario and the
Government of Canada recognize that such contract executions will

take a certain amount of time; and

WHEREAS the Government of Ontario, recognizing that time is of
the essence with respect to the revenue demonstration project (as
indicated in the proposed overall project schedule which is
attached hereto as Schedule D), has agreed to provide funding to
the Region to carry out the Pre-implementation Program all in
accordance with the Interim Financing Agreement between Her
Majesty the Queen in Right of the Province of Ontario and the

Region a copy of which is attached hereto as Schedule C; and

WHEREAS it is the Region's intent that UTDC shall under contract
with the Region manage and perform certain tasks included in the
Pre-implementation Program and further it is UTDC's intent to
coordinate its work among several parties, including UTDC's
technical team, certain manufacturers, consultants, contractors,
planners and architects, and such other persons, organizations or
agencies as may from time to time during the course of the work

be defined by the Region and/or UTDC; and

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WHEREAS the Region is authorized to establish a public
transportation system and empowered to do all such acts and
things as may be necessary to provide a public transportation
service within the Regional area pursuant to the provisions of
Section 53b and 533 of The Regional Municipality of

Hamilton-Wentworth Act, as amended.

NOW THEREFORE IN CONSIDERATION of the premises and terms and
conditions herein contained, the parties hereto covenant and

agree as follows:

ARTECLE I

DEFINITIONS

1.01 For purposes of the Contract Documents, unless there is
something in the subject matter or context expressly inconsistent
therewith, the expressions following shall have the following

meanings:

Background All Data and Industrial Properties (other than
Data and

Industrial Foreground Data) which are utilized, used, or
Properties:

disclosed to the Region, its officers, employees,

and agents, during the performance of the Work

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Contesact:

Contract
Documents:

Data:

Foreground
Data:

under this Contract, and which are identified by
UTDC as Background Data and Industrial

Properties.

This agreement including all of the terms and

conditions therein contained.

The Contract; the Statement of Work, Schedule A

of the, Contract: and. the Preliminary Cost

Estimate, Schedule B of the Contract.

Accumulated knowledge, experience, data, knowhow,
secret processes, formulae, technology,
techniques, procedures, studies, test results,
programs, including computer programs and
software, designs, drawings and related documents,

technical and other information.

Data which arises directly out of, or is acquired
specifically for the purposes of, the performance
of the Work under this Contract, and the costs for

which are included in the costs for the Work.

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Hamilton -
Wentworth
Rapid
Transit
System:

ECTS and ICTs
Development
Program

The intermediate capacity rapid transit system
set down in Schedules C, D and E, to be
implemented in the Region in the corridor bounded
by:

- Cannon Street in the north;

= The proposed east-west arterial roadway
(approximately 300 ft. south of Limeridge)
in the south;

- Above the escarpment, bounded on the west by
West Fifth and on the east by Upper
Wentworth;

= Below the escarpment bounded by Bay Street on

the west and Victoria Avenue on the east.

The whole, or any part of the intermediate
capacity transit system designed and developed by
UTDe during Pheses I,0livand Lil of the ICTS
Development Program under contracts between UTDC
and Her Majesty in right of the Province of
Ontario, as represented by the Minister of
Transportation and Communications, as amended,

together with any subsequent modifications,

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Operational
Requirement:

Industeral
Properties:

Pre-impleme-
mentation
Program

Prime
Consultant:

changes, additions or improvements thereto,

however made.

The document so titled and attached hereto as

Schedule F.

All patents of invention, copyrights, industrial
designs ‘andiany other intellectual. or industrial
property rights in every country where the same
exist, from time to time, and all applications

therefor.

An interim program of activities, tasks and
studies more particularly described in Schedule A
attached hereto relating to a potential revenue
demonstration project for an ICTS in Hamilton,
such interim program being funded by the Interim
Financing Agreement attached as Schedule C

hereto.

Urban Transportation Development Corporation Ltd.

(also UTDC).

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Project
Coordinator:

Project
Manager:

Regional
Co-Ordinator:

Steering
Committee:

Such person as may be designated in writing by the
Region to act in such capacity in the name of the
Technical Committee and through The Regional

Co-ordinator.

Such person as may be designated in writing by
UTDGItO act On. its belralf an such capacity with

respect to the Work.

The chief administrative officer of the Region

appointed by by-law of The Regional Council.

The committee comprised of representatives
appointed by the Region and the terms of reference
and responsibilities of which are outlined in
Section 3.1 of the Statement of Work, Schedule A

hereto.

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Technical

The committee comprised of such representatives
Committee:

from the Government of Ontario, the Region, the

City of Hamilton and other additional meMbers as
appointed by the Region, the terms of reference

and responsibilities of which are outlined in

Section 3.2 of the Statement of Work, Schedule A

hereto.

Subcontractor: Any individual, firm, partnership or corporation,
including consultants, that performs for or

furnishes to UTDC any part of the Work.

Work: The whole or any part of any work, matter or thing
required to be furnished by UTDC for the purposes
Of.this iContract, in accordance) with the Contract
Documents, including the management and coordina-

tion of the Pre-implementation Program.

ARTICLE II

CONDUCT OF THE PRE-IMPLEMENTATION PROGRAM
BY THE REGION

2.01 The Region is in complete charge and control of the

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Pre-implementation Program and shall employ UTDC as the Prime

Consultant to prosecute the Work.

2.02 The Region hereby undertakes to appoint a Steering
Committee and a Technical Committee to conduct the Pre-
implementation Program on its behalf in accordance with the
Contract Documents. The Technical Committee on behalf of the
Region shall assign the Work to UTDC and, from time to time, may
assign certain other tasks and activities relating to the
Pre-implementation Program to UTDC, any subcontractors directly
employed by the Region, and any of the various departments of the

Region through the Regional Co-Ordinator.

2.03 Recognizing that time is of the essence with respect to
the cost and timely completion of the Work, the Region shall use
its best efforts and shall require the Steering Committee and the
Technical Committee to use their best efforts to meet any
schedule dates to provide reviews, approvals, Data, reports and
other information, such as may be required from time to time by
UTD Or other contractors in: order for UTDC or other contractors

to perform the Work.

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ARTICOE, 111

RESPONSIBILITIES OF UTDC

3.01 UTDC acknowledges that to the best of its knowledge the
targets with respect to the content of, and schedule and cost for
the Work, as set down in Schedules A and B are reasonable and
achievable. UTDC agrees that it shall use its best efforts to
complete the Work within those targets, provided however in the
event that UTDC cannot complete the Work within the financial
Pintoatclon or ws, o05,000) 1C shall provide ‘timely notice to: that
effect to the Region and shall only prosecute further Work after
the Region approves such further Work and the cost therefor
subject to approval of the necessary funding by the Minister of

Transportation and Communications for the Province of Ontario.

3202 UTDC agrees to perform the Work or ensure that the Work
is performed in a professional and workmanlike manner all in
accordance with the standards of the relevant professional
disciplines. UTDC shall provide suitable qualified personnel the
key members of which shall be identified to the Technical
Committee and shall prosecute the Work in a timely manner in

accordance with the Contract Documents.

ARTICLE IV

PROSECUTION OF THE WORK

4.01 Within thirty (30) days from the date of execution of

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the Contract, UTDC shall appoint a Project Manager, and shall

notify the Region of his name.

4.02 Within thirty (30) days from the date of execution of
the Contract, UTDC shall provide to the Technical Committee a
contract master schedule showing estimated start and completion

dates as applicable for the Pre-implementation Program.

4.03 The Technical Committee after receipt of such contract
master schedule shall promptly review the same and advise UTDC of
any changes it may wish to have incorporated therein at such
time. The Region shall formally indicate its approval of such
schedule including changes thereto. Such schedule shall form the

basis for UTDC proceeding with the Work.

4.04 The Project Manager shall submit to the Technical
Committee on or before the tenth (10th) day of each month a
written monthly progress report which shall summarize the Work
done to the end of the monthly reporting period, Work planned for
the subsequent monthly period, status against agreed contract
master schedule, including delays envisioned and the reason
therefor, problem areas, costs incurred against project budget to

the end of the reporting period, and estimated cost to complete.

4.05 The Project Manager shall conduct regular program
review meetings with the Technical Committee. Such meetings will

be held at times and places mutually convenient to the parties.

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4.06 The Steering Committee, the Technical Committee or the
Project Manager shall have the right, with the consent of the
others (which consent shall not be unreasonably withheld), to
call review meetings at times other than those established for
the monthly program review meeting upon five (5) days prior
written notice. The notice calling any such meeting shall
briefly summarize the matters proposed to be dealt with at such
meeting and name the persons or entities required to be in

attendance at such meeting.

4.07 As a result of any such reviews the Technical Committee
may as provided in Section 2.02 assign tasks and activities to
UTDC, any contractor directly employed by the Region and any

departments of the Region through the Regional Co-Ordinator.

4.08 UTDC shall promptly proceed with any task or activity
so assigned to it, except where the Project Manager considers any
task so assigned to not be within the scope of the Work or the
Pre-implementation Program. In such event he shall promptly so
advise the Technical Committee in writing, stating his reasons
for such consideration and the estimated additional cost to the
Region for performing such tasks and the effect thereof on the
dates contained in the contract master schedule. UTDC having

given such notice shall not be required to undertake any such

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task until directed to do so by the Region, having regard to the

provisions of Section 3.01.

4.09 SnoulLa ULE an its tirn, dentity an the» counse of
performing the Work any potential change to the work approved in

the contract master schedule which it may consider desireable to

the Pre-implementation Program, the UTDC Project Manager shall
promptly notify the Technical Committee of such potential change,
whether resulting in increased or decreased cost, including: 1n
such notification UTDC's recommendations with respect to the
change, and the attendant cost and schedule effects. Pending
Yreceipmorrihe motice provaded for in Section 4.107 UTDC shall

not undertake any Work related to a change so proposed.

4.10 Upon the Region giving notice pursuant to Sections 4.08
and 4.09 as to its intention to proceed with a task, any
supplements, amendments, modifications or changes resulting
therefrom, shall become part of the Contract Documents and the
contract master schedule shall be revised accordingly and

submitted in accordance with the provisions of Section 4.03.

4.11 The Region and UTDC shall keep each other informed of
any events or occurrences Of which they may become aware which
may affect the conduct of the Pre-implementation Program. The

Project Manager shall promptly notify in writing the Technical

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Committee of any event which may change or delay prosecution of

the Work.

4.12 All Data relating to the Work except Data proprietary
to UTDC or its Subcontractors shall at any time during normal

business hours, be available for inspection by a representative
of the Region designated in writing by the Technical Committee

for that purpose.

4.13 Except in the case of those Subcontractors which form
part of the UTDC technical team by virtue of their involvement in
the previous phases of the ICTS Development Program, the Project
Manager shall submit the names of UTDC's selected subcontractors
and their qualifications to the Technical Committee and shall
obtain the Region's consent prior to entering into subcontracts
with said selected subcontractors. The Region's consent shall
not be unreasonably withheld, and shall be granted in a timely
“Manner, so as not to delay the prosecution of the Work by UTDC.
In the event that the Region should withhold its consent for any
reason, UTDC shall provide the name and qualifications of an
alternate subcontractor acceptable to it, for Region approval.
Within thirty (30) days following the date upon which such Region
approval ois .given, UIDC shall submit to the Technical Committee a
list of the names of key top-level personnel, both of UTDC and

its subcontractors, who shall be dedicated to the program.

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ARTICLE V

REPORTS AND DATA

See All reports, information and Foreground Data required
to be delivered under the Contract Documents shall be prepared in
a manner and form consistent with good industrial/commercial

practice, and shall be of good quality workmanship.

502 All reports, information and Foreground Data required
to be delivered under the Contract Documents shall be submitted
to the Technical Committee promptly after their preparation under
cover of a formal UTDC document transmittal notice. The
Technical Committee shall acknowledge receipt of each report and
item of information and Foreground Data submitted by signing and

returning to UTDC one copy of the transmittal notice.

Ie03 With respect to designs, drawings and related
documents, UTDC shall during the course of the Work and prior to
its completion, cause to be produced a complete set of unfolded
reproducible transparencies, bearing proper certifications and
signatures, such designs, drawings and related documents to
reflect the Work to the extent finally designed and developed
under the Contract Documents. All designs, drawings and related
documents shall be of good quality workmanship with clean dense

lines and lettering suitable for microfilming.

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5.04 All reports, information and Foreground Data, and
designs, drawings and related documents shall be properly indexed
to a single indexing system identifying same as part of the Work,
and copies of all reports and Foreground Data, and the
documentation referred to in 5.03, above, shall be maintained in

a secure location.

ed Title to all Foreground Data shall vest in the

Region on the date on which it is produced.

5.06 UTDC shall have the royalty-free right to use anywhere
in the world Foreground Data for its purposes in developing and

marketing ground transportation systems provided that:

(a) ait shall take all reasonable precautions to protect the

Region's interests in such Foreground Data, and

(b) ait shall credit the Region (but without financial or
other consideration) for use of the Region's Foreground
Data in all written and oral presentations Or proposals

where such Foregound Data is used.

With respect to any Foreground Data which has been

designated by the Technical Committee as confidential it shall

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reypolu wd isane esnoewenh besaios Pap apni

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first notify the Region of its desire to use such Foreground
Data, specifying the nature of the Data to be used, and the
purposes, and shall provide the Region with the opportunity to

approve the use of such Foreground Data.

5.07 Title to; or exclusive rights in the use of, all
Background Data and Industrial Properties, shall remain vested in
UTC. OF LES jsubecontractors, Or licensors or licensees, as

applicable.

All Background Data and Industrial Properties shall be
identified as such, and the Region agrees that it shall not,
except for purposes of this Contract, utilize, use, or disclose
to third parties any Data or Industrial Properties so identified
without the prior written consent of UTDC, provided that this
provision shall not apply to such Data or Industrial Properties

so identified which can be reasonably demonstrated:

(a) to be in the public domain; or

(b) to have been received independently by the Region from
a third party, other than the Minister of
Transportation and Communications for the Province of

Ontario, or a Subcontractor of UTDC engaged in

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performing the Work, or a party who received the

documents: directly or indirectly from UTDC.

ARTICLE VI

CONSIDERATION AND PAYMENT

6.01 subject to the provisions of Article III hereof, the
Region agrees to pay to UTDC, as consideration for performing the
Work, all costs properly incurred by UTDC, and a 7-1/2% profit as
specified in Section 6.04 below, the total not to exceed

$3,365,000.

6.02 For the purposes of this Contract the term "costs"

shall be defined to include the following:

(a) UTDC labour charges as defined in Section 6.03 below.

(b) Subcontract and consultant charges as invoiced to UTDC
plus a general and administrative mark-up thereon of 4%
which is agreed between the parties to be a reasonable
amount representing the cost to UTDC for executive
review and action on the portion of the Work performed

by Subcontractors and Consultants.

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(©) wOther Direct charges, at cost. to UTDC, including but

not necessarily limited to:

(1)

(a2)

(ita)

(iv)

(v)

Telex, telephone and telecommunication charges,

Travel and living charges, reasonably incurred,

Relocation expenses, reasonably incurred, for
relocation of UTDC or Subcontractor personnel to

Hamilton during the performance of the Work,

Rental or other related costs in respect of office
facilities, services, equipment and supplies
required for personnel relocated to Hamilton, to
the extent that such are not made available to

UTDC or its Subcontractors by the Region,

Charges for copying, printing and collating of

reports and Data.

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6.03 UTDC labour shall be defined as personnel on the UTDC
payroll or with whom UTDC has a personal services contract.
Companies Or individuals acting as consultants to UTDC, with the
exception of companies or individuals supplying personnel
overload services, shall not be included in the definition of

UTDe. Labour.

For the purpose of this Contract UTDC direct labour charges
shall be the actual time spent and paid for in performing
activities and tasks related to the Work generally limited to
planning and engineering analysis, project management designing,
drafting, preparation of documentation, interfacing with the
public and interest groups and commitees, data collection,
specialist advice and in the case of support activities,
provisions of services for purchasing, contract preparation and
administration, cost estimating, program control, program
intorat Lon, «scheduling, COSt. COntrol, clerical and typing
services excluding that portion of their time which is charged to
overhead. All other UTDC labour shall be considered as included

in overhead.

UTDC labour charges shall be based on payroll costs plus

100%. Payroll costs are defined as being:

(a) for personnel on the UTDC payroll, actual salary costs

plus 25% for fringe benefits

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(5:) for personnel on personal services contracts, their

rates as agreed to with, and/or invoiced to, UTDC.

All time expended on the Work and approved by the Project Manager

or his designate shall be charged in this manner.

6.04 VUMewhall bepald a prorit of /—1/2% on, the allowable

SOsts as Set down 1) 6.02.

6.05 Invoice shall be complete and signed by an officer of
UTDC and shall include a statement showing the cost incurred by
major task as set forth in Schedule B hereto for the period
covered by the invoice and an estimate of. the program cost to
completion. Invoices shall be prepared in reasonable detail
sufficient for facilitating their review by the Region and shall
be submitted ten (10) days after the end of each calendar month
by UTDC to the Technical Committee through the Project Co-
ordinator for Region approval. Subsequent non-submission of the
monthly progress reports as provided in Section 4.04 shall
constitute grounds for the Region withholding the payment due 5Or
the month in which such non-submittal occurs, until such time as

the report is submitted.

Schedule B hereto shall be updated to provide final and
more detailed cost estimates, within thirty (30) days from the

date of execution of this Agreement.

6.06 Payments by the Region to UTDC shall be rendered
monthly, less any disputed amounts, twenty (20) days following
the submission of invoices by UTDC to the Technical Committee

Ehneoudgn the Proj ect Co-ordinator.

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The Project Co-ordinator shall advise the Project
Manager of any disputed items within five (5) days of receipt of

invoices.

6.07 The profit as specified in Section 6.04 above shall be
included in such invoices in installments based upon 7-1/2% of
the allowable costs, as set down in Section 6.02 incurred for

each month.

6.08 UTDC shall provide a quarterly statement certified by
UTDC's external auditors as to the correctness and validity of
the costs to the Region contained in UTDC's and its Sub-
contractors charges to the Region. The Region as an alternative
to this arrangement may upon notice to UTDC and at its election
and cost have an audit performed by auditors of its own choosing
including the auditors of the Minister of Transportation and
Communications. UTDC shall provide the necessary access to all
accounting records and invoices pertaining to the cost of the
Work to any such auditors appointed by the Region, or to the

Commissioner of Finance of the Region.

6.09 The Region acknowledges that UTDC has incurred costs
Prior to the execution of the Contract such costs. being for the
preliminary work including developing the proposal and the

Contract and negotiating the same. These charges based on the

allowable costs as set down in Section 6.02, will form a part of

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the first invoice, it being understood and agreed that such

invoice shall be subject to the audit provisions herein.

6.10 Adjustments for errors or omissions in invoices or
resulting from audits hereunder will be made on the next invoice

following the determination of the same.

(pea Lil Inverest costs ancurred) by UTDC for interim

advances of funds provided by UTDC or made to UTDC by its bankers
(presently at the Prime Rate and subsequently at such Rate as is
actually charged to UTDC by its bankers) for the purpose of
meeting costs of the Work where the Region shall fail to pay UTDC
pursuant to Section 6.06 by the last date specified therein until
the date payment is actually rendered shall be considered as
allowable costs. The rate of interest to be used in calculating
such interest costs shall be the rate of interest charged to UTDC
by its bankers during the period when such funds of UTDC were
advanced. UTDC shall furnish proof of the interest rate charged
by means of a signed statement by its bankers. Where failure to
make payments by the Region iS owing to a dispute as to the
amount of payment, then interest charges shall be payable on
disputed amounts provided that the resolution of such dispute is

in, favour of UTDC.

eel It is understood and agreed that the provision of this
Article with respect to all aspects of costs, and profit thereon,
are not intended to set a precedent for future contracts between
UTDC and the Region related to the Hamilton-Wentworth ICTS

revenue demonstration project.

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ARTICLE VII

USE OF THE REGION'S RESOURCES

7.01 The Region acknowledges that UTDC or its Subcontractors
may require access to or the services of technical resources,
Specialist services, facilities, or information services
belonging to or under the control of the Region, or further may
require the Region's assistance in obtaining access to or
services of other public offices or facilities not under the
direct control of the Region, during the performance of the

work.

7.02 The Region agrees that it shall provide, at no cost to
UTDC, such assistance as may be necessary to obtain such access

or services.

ARTICLE VIII

TERMINATION FOR CAUSE BY THE REGION

8.01 The Region shall be entitled to terminate the Contract
or the performance or furnishing of the whole or any portion of

the Work by reason of the following causes:

(a) If the Work is being performed or furnished by UTDC or

its subcontractors in such a manner that there will be

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7c sfoa@ eff te enidelow Ge

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77+

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-25-

a material delay in the performance or furnishing of
the Work in accordance with the Contract Documents,
except for delays arising from causes which can be
shown to be beyond the reasonable control of UTDC, and
of which notice has been given to the Region as

provided in Section 4.11;

(b) If UTDC abandons the Work or discontinues the Work in

violation of the Contract Documents;

Contract Documents;

(ad) If UTDC becomes insolvent, bankrupt or otherwise

financially unable to perform or furnish the Work;

(ea) Tf UTpe or its subcontractors is unsatisfactorily

carrying out the Work;

provided that, except with respect to the cause provided for in
(d) above, the Region shall first provide written notice to UTDC
of its intent and the cause, and UTDC shall have a period of
thirty (30) days following the receipt of such notice to cure the
cause, or to advise the Region, in writing, of what steps UTDC
will take to remedy such cause, if such cause is incapable of

being remedied within the thirty (30) day period.

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8.02 In the event that the steps provided for in Section
8.01 to remedy the cause are not taken, or the cause specified in
8.01(d) shall have arisen, the Region may by written notice
terminate all or any part of the Work. UTDC shall not be

entitled to payment pursuant to Article VI of any costs for:

(a) any Work, in the event of termination of the Contract

of the whole of the Work, or

(bo) for Work relating to the portion of the Work terminated

in the event of termination of a portion of the Work,

performed or furnished after the date of receipt of such notice,
with the exception of reasonable and itemized costs, and any
claims, losses, expenses, damages, or penalties incurred by UTDC
or any of its Subcontractors as a result of or in connection with
such termination, but not including any losses or damages for

loss of anticipated profits.
TERMINATION WITHOUT CAUSE BY THE REGION
8.03 The Region shall upon giving notice to UTDC be entitled

to terminate the Contract or the performance or furnishing of the

whole or any portion of the Work if, in the complete discretion

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of the Region, it would be unwise to continue the performance or

furnishing of the Work for any reason whatsoever, provided that

On such termination UTDC shall be entitled to payment pursuant to

Article VI of

(a)

(b)

all costs (including applicable profit of 7-1/2%
thereon) for the Work in the event of the termination
Of thesCentract or -the «whole sof the Work; Or .:for Work
relating to the portion of the Work terminated, in the
event of the termination of a portion of the Work,
performed or furnished to the date of receipt of such

notice; and

any reasonable costs (including applicable profit of
7-1/2% thereon), claims, losses, expenses, damages or
penalties incurred by UTDC in effecting the termination
of the Contract or the performance or furnishing of the
whole or any portion of the Work, applicable other than
losses or damages for loss of anticipated profits by

ULTDC} OR vany of its Subcontractors.

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-28-

TERMINATION BY UTDC

8.04 UTDC shall be entitled to terminate the Contract for

the following causes:

(a) if any suspension or delay of the whole or a
substantial portion of the Work in accordance with
Section 8.06 shall continue for more than six (6)
months provided that such suspension or delay is not

Gausedeby TUTDCtor its’ subcontractorea:

(b) if the Region shall delay in paying UTDC pursuant to
Article VI for a period exceeding three (3) months
unless the delay arises out of a bona fide dispute
between the parties as to the obligations of the
Region to render such payment, provided that UTDC shall
not be entitled to so terminate unless such cause shall
have been continuing for ten (10) days after UTDC shall
have given notice to the Region thereof and the
Region shall not have cured or caused to be cured such

delay within the said ten (10) day period.

8.05 In the event UTDC terminates the Contract pursuant to
Section 8.04, UTDC shall be entitled to payment pursuant to

Article VI of the costs for Work performed or furnished to the

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date of such termination and any reasonable and itemized costs,
including the applicable 7-1/2% profit thereon and any incurred
by UlDC"or “any of “its Subcontractors "as a result of or in
connection with such termination but not including any losses or

damages for loss of anticipated profit.

SUSPENSION OR DELAY

8.06 UTDC shall upon notice from the Region suspend or delay
the performance or furnishing of the whole or any portion of the
Work if, in the complete discretion of the Region, it would be
unwise to continue the performance or furnishing of the whole or
any portion of the Work for any reason whatsoever, and the
performance or furnishing of the Work or the portion thereof
suspended or delayed shall not be resumed until the Region shall
give UTDC notice to such effect, provided that UTDC shall be
entitled to payment pursuant to Article VII for any reasonable
costs, including applicable profit of 7-1/2% thereon and any
Claims, losses, expenses, damages or penalties, incurred by UTDC
or any of its Subcontractors as a result of or in connection with
such suspension or delay, but not including any losses or damages
for loss of anticipated profits. In the event of any such
suspension or delay, UTDC shall take all steps that will mitigate

such costs, losses, expenses, damages or penalties.

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8.07 Except as otherwise provided in this Article VIII, UTDC
shall not terminate, discontinue, suspend or delay the

performance or furnishing of the Work.

ARTICLE IX

INDEMNIFICATIONS

2201 UTDC will from time to time at all times during the
Pre-implementation Program well and truly save, defend and keep
harmless, and fully indemnify the Region from and against all
claims and demands which may be brought against or made upon the
Region for all Aieaiiee losses, liabilities, judgments, costs,
damages or expenses which the Region may sustain, suffer or be
put unto in connection therewith, resulting from, or arising from
the performance or non-performance of the Work by UTDC save and
except to the extent that such claims, losses, liabilities,
judgments, costs, damages or expenses arise out of the negligence

of the Region, or its employees or agents.

9.02 The Region will from time to time at all times during
the Pre-implementation Program well and truly save, defend and
keep harmless, and fully indemnify UTDC from and against all
claims and demands which may be brought against or made upon UTDC
for claims, losses, liabilities, judgments, costs, damages or

expenses which UTDC may sustain, suffer or be put unto in

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connection therewith, resulting from, or arising from the
performance or non-performance by the Region of the
Pre-implementation Program save and except to the extent that
such claims, losses, liabilities, judgments, costs, damages or
expenses arise out of the negligence of UTDC, or its employees or

agents.

ASSIGNMENTS BY UTDC

9.03 UTDC shall not assign, transfer, convey, or otherwise
qisgpese of the Contract, or its right, title or interest, in or to
the Contract or the Contract Documents, or any part thereof,
without the prior written consent of the Region, except as
provided in Section 4.13, and provided that prior written consent
shall not be required for assignment of the Contract or any or
all of the Work to Metro Canada Limited, an associated company of
UTDC provided in the later event that UTDC shall remain liable

for the covenants of the Contract.

The Region's consent to any such assignment shall not
relieve UTDC of its obligations or responsibilities under the
Contract Documents, and UTDC shall be liable for any acts or

omissions of any of its assignees, or Subcontractors.

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WAIVER

9.04 No waiver of any right under the Contract Documents
shall be binding or effective unless such waiver is in writing

and signed by the party granting such a waiver.

APPLICABLE LAW

9.05 The Contract Documents shall be governed by the laws of

the Province of Ontario.

COMPLIANCE WITH LOCAL LAWS

9.06 UTDC agrees that all Work will be performed and
furnished in accordance with all local laws, statutes, by-laws,
regulations, codes, consents and approvals and other provisions
of any government or governmental agency or authority, federal,
provincial, municipal: or local, governing or affecting in any
manner whatsoever the performance or furnishing of the Work at
such other places or locations at which the Work is being
performed or from which the Work is or will be furnished, as the
case may be, provided that the Region shall provide such
information and assistance as may reasonably be requested by UTDC

in order to. comply with such.

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9.07 UTDC shall ensure that all consents, approvals, orders,
directs, permissions or other thing from any government or
governmental authority or agency, federal, provincial, municipal,
Or local, necessary for the performance or furnishing of the Work
under the Contract Documents are obtained, provided that the
Region shall provide such information and assistance as may

reasonably be requested by UTDC in obtaining such.

9.08 Such Work as may be performed or furnished or caused to
be performed or furnished by UTDC to satisfy its obligations
pursuant to Section 9.06 and 9.07 shall be deemed to form part of

the Work.

ARBITRATION

9509 In the event of any dispute, difference or question
which may arise at any time out of the Contract Documents or the
interpretation thereof (including any dispute, difference or
question with respect to termination) which the parties cannot
resolve between themselves, such dispute, difference or question
shall be subject to the laws of the Province of Ontario and shall
be submitted to the official arbitrator appointed for the Region
for arbitration in accordance with The Municipal Arbitrations Act

or: Ontario.

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NOTICES

9.10 The Region and UTDC recognize that all communications
between them should be facilitated and therefore whenever either
of them is obligated or entitled under the Contract Documents to
give the other a notice, request or direction, each will
endeavour to communicate the substance thereof to the other
personally or by telephone as quickly as possible provided that
any notice, request or direction required or permitted and so
given under the Contract Documents shall have no force or effect
until confirmed in writing and delivered personally or given by
telegraphic communication or by mailing the same by prepaid post
to the party or person to whom the notice, request or direction,

is being given at the following addresses:

Pow LOS cai.

Hamilton Rapid Transit Office

Urban Transportation Development
Corporation Ltd.

Concoursé Level

LOG Mainest.--E.

Hamilton, Ontario

L8N 3Ww4

Attention: The Program Manager
Copy to: UTDC Contracts Administration
Department

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-35-

To the Region at:

Any notice, request
deemed to have been
so delivered and if

deemed to have been

The Regional Municipality of Hamilton-
Wentworth

Century 21, 100 Main Street East,

P.O. Box 910

Hamilton, Ontario

L8N 3V9
Attention: The Project Coordinator
Copy tos The Regional Co-Ordinator

Or direction if delivered personally shall be
given and received on the day on which it was
given by telegraphic communication shall be

given and received on the day on which it was

so transmitted and if mailed in Ontario shall be deemed to have

been given and received on the fifth business day following the

date on which it was mailed. Either party hereto may change its

address or the person to whose attention notices, requests and

directions may be given.

HEADINGS

Seok The headings provided for in the Contract shall be for

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-36-

convenience or reference only and shall be of no effect in

interpreting any of the provisions of the Contract.
CANADIAN CONTENT

ESA UTDC agrees to give prime consideration to Canadian

content and Canadian technology in performing the Work.

ARTICLE X

ORDER OF PRECEDENCE OF THE CONTRACT DOCUMENTS

10,02 The Contract Documents are complementary, and what is
Called for by any one of them shall be as binding as is called

ROR OY tel ke

TO.02 In the event of errors, omissions, ambiguities,
discrepancies, or inconsistencies in the provisions of the
Contract Documents, specific Contract Documents shall govern and

take precedence, as follows:

(a) the provisions of all supplements, amendments,
modifications, or changes to Contract Documents shall
govern and take precedence over the provisions of the
Contract Documents supplemented, amended, modified, or

changed thereby;

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-37-

(b) the provisions of the Contract shall govern and take

precedence over the provisions of the Statement of
Work, Schedule A and the Preliminary Cost Estimate

Schedule B;

the Preliminary Cost Estimate, Schedule B.

IN WITNESS WHEREOF the parties hereto have annexed their

corporate seals attested to by the signatures of their proper

at?..

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officials duly authorized in that behalf.
Executed at Hamilton, Ontario on the day of August, 1980.

THE REGIONAL MUNICIPALITY OF

HAMILTON-WENTWORTH

Ps | /
/ 4

BY: rete at oe
Chairman A y

BY : ;
Ceréside and Chief
Executive Officer

Secretary

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SCHEDULE A - STATEMENT OF WORK

1 A INTRODUCTION & PURPOSE

The Pre-implementation Program consists of tasks and
activities which are envisaged as having to be completed prior to
construction of a rapid transit system in Hamilton-Wentworth.
The purpose of the Pre-implementation Program is to define the
system which best contributes to the achievement of the Region's
goals and objectives and to provide the documentation necessary
for the Region to proceed with the obtaining of such approvals as

are required to proceed with the implementation of such system.

The Pre-implementation Program will be conducted by the Region
under funding agreements with the Ministry of Transportation and

Communications of Ontario.

Regional Council, in consultation with the appropriate municipal,
provincial “and federal agencies, shall make all the necessary
policy decisions required in order to implement a revenue service
demonstration project of the ICTS technology, to meet the

existing and future needs for transit service in the Region.

2.0 GENERAL DESCRIPTION OF THE PRE-IMPLEMENTATION PROGRAM

The work contemplated under the Pre-implementation

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Program as defined in Section 1 above is envisaged to comprise,

without necessarily being limited to, the following:

(a)

(b)

Weg)

(d)

(e)

Cs)

(g)

The confirmation of the rationale for a medium capacity

transit system.
The selection of the priority corridor for development
of a medium capacity transit system (this task has been

completed).

The operational requirements for the medium capacity

transit system.

The appropriateness of UTDC technology to meet the

Region's requirements.

The identification of alternative alignments and

etation Locations for an ICTS. route.

The estimation of transit patronage for alternative

alignments.

Impacts on the social and natural environment.

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(3)

(k)

(1)

(m)

(n)

(0)

(p)

Integration of the surface transit, the road and the

traffic systems.

Integration of land use plans and policies.

Integration with inter-city transit and inter-city

transit terminals.

The ability to accommodate future expansions of the

ICTS system.

Public attitudes toward the alternative ICTS

alignments.

The capital and operating financial implications
associated with the alternative and the selected
alignment.

The selection of a preferred alignment.

Property requirements.

Functional design of the right-of-way and structures.

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(q) Functional design of stations, maintenance, storage and

Operational facilities.

(r) The implementation schedule for the Hamilton-Wentworth

Rapid Transit System, as defined by items (a) through

(q) above.

Section 4.0 below defines the activities which make up the Work,

to be performed by the Prime Consultant, UTDC, hereunder.

30 PRE-IMPLEMENTATION PROGRAM MANAGEMENT

Sark Steering Committee

The Steering Committee's terms of reference and

responsibilities shall be to:

(i) Oversee the studies
in making decisions
implementation of a

the ICTS technology

necessary to aid Regional Council
concerning the need for and
revenue service demonstration of

developed by UTDC.

(ii) Provide guidance and direction to the Technical

Committee.

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(iv)

(v)

(vi)

(x74)

Recommend to Regional Council specific terms of

reference for the necessary studies.
Recommend to Regional Council consultants, contractors
Or agencies to carry out necessary studies or

analysis.

Approve the major documents and milestones associated

with the program.

Receive recommendations from the Technical Committee.

Prepare recommendations for Regional Council.

Technical Committee

The Technical Committee's terms of reference and

responsibilities shall be to:

(i)

Cia)

Prepare a detailed terms of reference for the study or
sub-studies required for decision making associated

with the ICTS demonstration project.

Review with and provide final consents to the Prime
Consultant relative to the Prime Consultant's selected

consultants or contractors to be hired for the Work.

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(aa)

(iv)

(v)

(vi)

Cy anit)

(Aya)

Recommend to the Steering Committee, the consultants,
contractors or agencies to be hired by the Region to

Carry Out specific Pre-implementation Program tasks.

Assign work to specific consultants or Regional or

Provincial or Federal Agencies.

Review all related activity and work undertaken by the
Prime Consultant and its subcontractors, other
consultants or subcontractors hired directly by the
Region, and departments or agencies of the Region and

the City Of Hamilton:

Provide guidance and direction to the Prime Consultant
and other consultants, subcontractors, departments or

agencies as listed in (v) above.

Prepare reports and recommendations for submission to

the Steering Committee.

Co-ordinate the supply of information and resources to

the project team and consultants.

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(ix) Liaise with other agencies and organizations (e.g.,

CELE ves)..

(x) Liaise with public and private interest groups.

(xi) Liaise with the Steering Committee and the Regional
Co-Ordinator for the Region in respect of decisions or

approvals required of the Region.

(xii) Review and approve monthly progress reports and
recommend payments to the Prime Consultant for Work

performed.

Sao Project Coordinator

The responsibility for directing the day-to-day affairs
of the Technical Committee and for providing administrative
liaison with the Project Manager will rest with the Project
Coordinator who shall be appointed by the Technical Committee.
All formal notifications, invoices, progress reports and
communication between the Prime Consultant and the Technical
Committee will take place between the Project Manager and the
Project Coordinator or someone authorized to act for them or on

their behalf.

ee i Project Manager

The responsibility for directing the Work of the Prime

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Consultant's technical team will rest with the Project Manager

who will be appointed by the Prime Consultant.

The Prime Consultant's technical team reporting to the
Project Manager will consist of a staff of qualified personnel
drawn from the Prime Consultant and other contractors for the
ICTS Development Program. This core group of program staff will
maintain continuity between the ICTS Development Program and the
revenue service demonstration project throughout the project and
will be supported by consultants hired for the work and by
specialists from the ICTS technical team and from other

agencies, as necessary.

363'<2 Project Advisory Group

The Prime Consultant will establish a project technical
advisory group to provide direct advice on all matters respecting
the Pre-implementation Program to the Project Manager. This
advisory group will consist of personnel with senior executive
responsibility in the development, construction and operation of

major transit properties using fixed rail systems.

To ensure effective coordination between the
Region and the Prime Consultant's engineering staff in Kingston,
a Project Management Office will be established in Hamilton.

Program staff will be based at the office most appropriate to

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their skills. The activities of both offices will be directed by

the Project Manager.

4.0 SPECIFIC WORK TASK DESCRIPTIONS
ye Project Management
Arleok Task Purpose

(a) To manage the Pre-implementation Program on the
Region's behalf so that the budget and schedule are

properly controlled.

(b) To manage the Work performed by UTDC and its
Subcontractors and monitor the work of the Region's
subcontractors with a view to its consistency with the

aims of the Pre-implementation Program.

progress of the Work.

4.1.2 Contract Master Schedule
(a) Prepare a contract master schedule for the
Pre-implementation Program in accordance with the

requirements of the Contract.

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(d)

(e)

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Monitor progress of the Work against the contract

master schedule.

Identify significant deviations from the contract
Master schedule, notify the Technical Committee of

these, and take or recommend appropriate remedial

action.

Conduct regular meetings of the UTDC technical team to

review schedule status.

Identify in a timely manner any work subsequently
discovered not to be included in the contract master
schedule that should be undertaken to complete the
project, define the cost, time and resource
requirements of such extra work, and make
recommendations to the Technical Committee with respect

COMmSUCGhEWwOlsk.

Provide regular written and oral reports to the
Technical Committee of progress against the contract
Master schedule, in accordance with the requirements of

Section 4.0 of the Contract.

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Financial Management

Draft a project budget for the Pre-implementation
Program based on the contract master schedule and on
estimates from the Region for costs to be incurred
directly by the Region, or its consultants, and submit

the budget to the Technical Committee for approval.

Maintain a proper and timely record of all labour and

material expenditures.

Track these expenditures against the project budget,
advise the Technical Committee of any anticipated
significant departures from the budget, and take or
recommend corrective action when requested by the

Technical Committee.

Monitor the use of labour and materials to ensure the

most cost-effective use of both.

Provide regular written and oral financial and
performance reports to the Technical Committee, in
accordance with the requirements of Section 4.0 of the

Contract.

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(c)

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yee

Consultant Selection

Determine the categories of consultant expertise
required to augment the UTDC technology team to perform

the Work.

Develop a method for selection of consultants in
conjunction with the Technical Committee in each of the

categories.

Prepare terms of reference describing the work programs

to be undertaken by consultants.

Select and hire consultants to perform the Work as
required using the method developed in Section

ASUS tb)

Data Collection

Task Purpose

To identify and assemble the Data base required for the

Work.

To undertake activities necessary to generate any Data
required by the Work that is not immediately

available.

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(b)

(c)

(d)

(b)

To store Data required by and/or generated in the

course of the Pre-implementation Program.

Requirements

Prepare a preliminary list of Data requirements.

Review the tasks included in the Work to determine the

specific Data needs of each task.

Prepare a description of each element of Data

required.

Review the Data requirements of each task during the
course of the Work and revise the requirements if

necessary.

Sources

With the assistance and guidance of the Technical
Committee, meet with staff of the various Regional
departments, utilities, and other potential sources to
determine Data availability and the process for

requesting and transmittal of Data.

Assess the suitability of the available Data using, if

necessary, the assistance of specialist ccisultants.

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Define a program to generate or update any of the
required Data that does not exist in Suitable form or
detail for the needs of the Work, including
consideration of the time and cost of this program and

the potential for using alternative available Data.

Collection
Collect the available Data in the level of detail and

at the time required for the performance of the Work.

Undertake the program to generate the required

additional Data for the performance of the Work.

Perform supplementary Data collection as necessary
during the course of the Work to support the completion

of the Work tasks.

Data Bank
Develop procedures for the storage and distribution of

Data.

Maintain an up-to-date Data bank and a catalogue of the

Data therein.

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4.3

4.3.1

4.3.2

(a)

(b)

(a)

(b)

(ie)

(d)

= Ss

Rapid Transit Rationale
Task Purpose

To review and document the basis for determining the
corridor, purpose, justification and implementation

timing of the Hamilton-Wentworth Rapid Transit System.

TO prepare the necessary documentation in support of
the rationale, such as may be required under Provincial

legislation.

Corridor Definition
Review and summarize the findings of previous
transportation studies, document any updates required

relative to Data collected under Section 4.2.4.

Review and summarize the characteristics of the
existing and projected Regional transportation

corridors, defined in previous studies.

Document the Regional development patterns envisaged in

the drate (Official Plan.

Summarize the reasons for the selection of the Mountain
Corridcomias the priority corridor for rapid ‘transit

relative to the other corridors, and relate these

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reasons tomthesinformation from (a); (pb), and (c)

above.

Describe the reasons for the selection of the Mountain
Corridor boundaries for the Hamilton-Wentworth Rapid

Transit System.

Facrlity Purpose

Assess the purpose of the Hamilton-Wentworth Rapid

Transit System in relation to

fo) the transportation demand expected in an

appropriate planning horizon

fo) modal split projections

fe) land use planning and the development patterns of

the*oOftficial Plan
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facilities across, above, and below the

escarpment

fe) fossil fuels supply, consumption, and cost

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(b)

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(d)

(a)

(b)

eh ier

fe) economic activity projected for the Region

Document the relationship between approved Regional
objectives and the Hamilton-Wentworth Rapid Transit

System.

Document the transportation, economic and urban
objectives of the Hamilton-Wentworth Rapid Transit

System.

Document the provincial, national, and international
aspects of the Hamilton-Wentworth Rapid Transit

System.

Implementation Timing

Using previously completed studies, updated where
appropriate, Summarize the projected development of
transportation demand across the escarpment in the
Mountain Corridor, including the demand projected on
the basis of a Hamilton-Wentworth Rapid Transit

System.

Document the years when road and transit capacity

across the escarpment in the Mountain Corridor will

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become insufficient to meet these demands, based on
Capacity and level of service standards commonly used

by the Region.

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(dad) Compare the timing associated with the above factors to
the implementation timing, and document the reasons

associated with the proposed implementation schedule.

angel Environmental Assessment
Arca teL Task Purpose

(a) To assess impacts of the Hamilton-Wentworth Rapid
Transit System on the social and natural environment,
as defined by The Environmental Assessment Act of

Ontario.

(b) To provide the information required by the system
designers in order to minimize the social and natural

environmental impacts.

sector, and special interest groups.

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(ad) To prepare documentation required for preparation of a
submission to be made by the Region for planning
approval under The Environmental Assessment Act of

Ontario.

ASA The Environmental Assessment Act (the "Act")
4.4.2.1 Requirements, of the Act
(a) Define the requirements for the assessment of social
and natural environmental impacts as defined by the Act
as they relate to the location, design, construction,
and operation of the Hamilton-Wentworth Rapid Transit

System.

(b) Determine the procedures to be followed and the
documentation necessary in order to obtain planning
approvals (Concept, Preliminary Design and Alignment)

necessary under the Act to proceed with implementation.

424.2,2 Other Provincial and Federal Acts
(a) Determine the relationship between the requirements of
the Act and any other Provincial and Federal regulations
that bear on the Hamilton-Wentworth Rapid Transit

System.

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(b)

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(a)

(e)

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Determine the extent to which the requirements of these
other acts and regulations are satisfied by the
procedure and documentation defined in Section

4.4.2.1(b).

Define the additional procedures and documentation

required to satisfy the other acts and regulations.

Assessment Program
Program Definition

Define the environmental assessment tasks to be

undertaken.

Define the information requirements of the

environmental assessment tasks.

Review the other tasks of the Pre-implementation
Program to determine the information available from

those tasks.

Define the additional environmental assessment tasks

necessary to obtain the required information base.

Define the relationships between the public information

program and the environmental assessment program,

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(a)

(bd)

4.4.3.3

(a)

(b)

el tks:

particularly with respect to the assessment of social

impacts.

Environmental Assessment

Perform a preliminary environmental assessment of each
of the alternative alignments identified in order to
assist in the determination of the candidate alignments

to be shortlisted.

Perform a detailed environmental assessment of the

shortlisted alignments.

Documentation
Prepare the documentation required to support the

public participation process.

Prepare the documentation required by the Technical
Committee, the Steering Committee and the Regional
Council in order to consider the shortlisted and

recommended alignments.

Prepare documentation required for preparation of a
submission to be made by the Region for planning

approval under The Environmental Assessment Act of

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Public Participation Progiam
Task Purpose

To provide a system for the dissemination of
information concerning the study to the general public,
in both a structured format and in response to

questions as they arise.

TO provide: an Open, public forum for the input of public
ideas, concerns, and attitudes concerning the
characteristics and location of the Hamilton-Wentworth

Rapid Transit System.

To provide an Opportunity well in advance of the formal
approval process under the Act for the early resolution
of public concerns regarding the Hamilton-Wentworth

Rapid Transit System.

Program HeFriyre1 on

Define the approaches to be employed to interact with
the public, including guidelines concerning the
relative importance of mailings, public meetings, open

houses, and other techniques.

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(b)

Cc)

Sie

Define a public participation program that interfaces

with and is appropriate to each of the major phases of

the study:

fe) requirements definition

fo) alternatives generation

fe) alternatives evaluation

fo) conceptual design and documentation

Define the supporting materials, information,
facilities, and professional skills required by the

public participation program.

Program Execution

Conduct the public participation program defined in

Seetion. 4.5.2 (b):s

Public Participation

During the course Of the public participation program,
refer the public concerns and questions to the
appropriate study team member, and ensure that answers

are prepared and distributed.

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(b) Prepare an interim report concerning the public
participation program at the conclusion of each study

Phasewasidetinedsin: Sectione4 .5.2(b).

(c) Prepare a final report at the conclusion of the study
in a form suitable for submission to the Ministry of
the Environment describing the public participation
program, the information disseminated, the public

concerns and questions and answers provided.

(d) Provide on a continuing basis a public information
centre in the Hamilton-Wentworth Rapid Transit Project
Office, in Hamilton for interested members of the

public.

(e) Provide access On a controlled basis (by passes) to the
Transit Development Centre in Kingston, and
host/hostess services attendant thereto, to interested

members of the public.

4.6 Operational Requirement
AO) Task Purpose

To define the transportation, urban integration,
performance, and operating requirements that must be

met by the Hamilton-Wentworth Rapid Transit System.

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System Requirements Document

Requirements Parameters
Review the parameters defined in the ICTS Operational

Requirement.

Review operational requirements developed for existing

and planned transit systems in other cities.

On the basis of the above review, identify the
parameters to be defined in the Hamilton-Wentworth

Rapid Transit System system requirements document.

Identify any additional parameters, including those
related to future system capacity and growth, that
should be included to reflect the special needs of the

Hamilton-Wentworth Rapid Transit System.

Reguirements Definition

Define desireable transportation requirements and

limits for each parameter.

Define desireable urban integration requirements and

limits for each parameter.

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=36-

Define desireable system performance and operating cost

requirements and limits for each parameter.

Define desireable operating and passenger service

requirements and limits for each parameter.

Aggregate the requirements defined for each of the
categories above to produce a draft system requirement

document.

Review the document to ensure internal consistency

among all requirements.

Requirements Update

As new and more detailed information becomes available
during the study, update the system requirement

document to reflect this.

Preliminary Design Standards
Task Purpose

To prepare geometric civil, structural, operational and
safety and security standards for use in the
preliminary design in the Hamilton-Wentworth Rapid

Transit System.

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(a) Review design practices used for existing and planned

transit systems in other cities.

(b) Review municipal, provincial and federal regulations
that might affect the design of the Hamilton-Wentworth

Rapid Transit System.

(c) On the basis of the ICTS Operational Requirement and
the above reviews, prepare a set of design standards
and criteria to be applied to the Hamilton-Wentworth

Rapid Transit System.

(d) Discuss these standards with municipal transit,
engineering, fire and police officials and other

appropriate departments and revise as necessary.

4.8 Evaluation Criteria
4.8.1 Task Purpose

To prepare evaluation criteria to be used to assess the

relative merits of alternative alignments.

4.8.2 Evaluation Criteria

(a) Based on the purposes and objectives established for

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the Hamilton-Wentworth Rapid Transit System, determine
the criteria to be used in the evaluation of

alternative alignments.

Establish thresholds and ranges for the evaluation

criteria.

Identify the critical evaluation factors for use in
assessing the basic feasibility, practicality and

Viability of alignments as they are proposed.

Identify the important evaluation factors for use in

establishing alignment shortlists.

Evaluation Method

Prepare a method for the application of the evaluation
criteria to each alignment, reviewing and suggesting
techniques of weighting and ranking performance
measured against a variety of criteria with differing

niles.

Prepare an easily understood presentation format for

the evaluation method.

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Review the evaluation criteria and method with the

Technical Committee.

Comparison of Alternative Modes

Task Purpose
To demonstrate the ability of the ICTS technology to

comply with the system requirements document developed

under Section 4.6.2.

ICTS Assessment
Confirm the ability of ICTS to meet each of the
requirements identified in the system requirements

document.

Confirm the ability of ICTS to meet the requirements of
the Hamilton preliminary design standards manual

prepared in Section 4.7.2.

Document the findings of the above assessments.

Modal Comparison

Identify other proven and available transit modes and

determine their operating and performance

characteristics.

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(b) Compare these characterisitics with those of ICTS in
order to determine the extent to which these other

modes meet the system requirements.

4.10 Alternative Alignment Identification
AreOnel Task Purpose

(a) To identify alternative horizontal and vertical
alignments for the Hamilton-Wentworth Rapid Transit

System.

(b) To eliminate from further consideration any alignments

that are not feasible, viable or practical.

aloe Alignment Development

(a) Generate alternative horizontal and vertical transit

alignments within the defined corridor.

(b) As each alignment is generated, assess it against the
criteria developed in Section 4.8.2(c) to determine
whether it should be given further consideration, and

document the conclusions.

others to represent a true alternative.

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(d) Study the acceptable alignments for possible groupings

that would facilitate further assessment.

4.10.3 Physical Description

(a) Prepare preliminary drawings and descriptions of each

alignment, including

- station locations

- yard location

- horizontal alignment
- vertical alignment

- power distribution requirements

(b) For each alignment, prepare a preliminary description
of the effects of supporting transportation facilities,

including

- local, regional, commuter and inter-city bus
systems

- commuter and inter-city train services

- park-and-ride facilities

- road facilities

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4.11
4.11.1

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Alignment Characteristics

Estimate the patronage to be expected for each
alignment, and analyze its sensitivity to station
location and number and the organization of the feeder

bus system.

Establish the measures that would be required in order
to achieve the physical, environmental, and operational

implementation and integration of each alignment.

Alignment Analysis and Evaluation
Task Purpose

To analyze the alignments resulting from the process
described in Section 4.10.2 in order to shortlist the

most promising alignments.

To undertake a detailed relative evaluation of the
shortlisted alignments and communicate the important
advantages and disadvantages of each alignment or the

short list to the Technical Committee.

Preliminary Analysis and Evaluation

Prepare preliminary estimates of the capabilities of
each alternative alignment in each of the categories

included in the evaluation criteria.

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Assemble the inputs received from the public concerning

each alternative alignment.

Evaluate each of the alternative alignments against the
evaluation criteria identified in Section 4.8.2(d)
using the methods established as a result of the review

described in Section 4.8.3(c).

On the basis of this evaluation, recommend a shortlist
Of alignments (up to six) for further study, and
prepare the necessary documentation required by the

Technical and Steering Committees.

Detailed Analysis and Evaluation

Prepare conceptual designs for each of the shortlisted

alignments.

Prepare functional plans for critical locations on each
alignment in sufficient detail to assess specific

geometric, environmental, or other conditions.

Assemble inputs received from the public concerning the

shortlisted alignments.

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4.12

4.12.1

(a)

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Evaluate each of the shortlisted alignments against the
full evaluation criteria and method developed in

Section 4.8.

Evaluation Documentation

Document the analysis and evaluation of the shortlisted
alignments in a form suitable for use by the Technical
Committee, the Steering Committee, the Regional
Couneil, “the public participation program, and “the

Ministry of the Environment.

Present a summary of the advantages and disadvantages

of each alignment to the Technical Committee.

Provide a recommendation to the Technical Committee as
to the UTDC preferred alignment, along with a statement
of the assumptions made in respect of, nd the reasons

for, such preference.

Preliminary System Description
Task Purpose

To prepare a functional plan that can be used as the

basis for future detailed design for the approved

alignment.

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(b) To prepare a preliminary system specification of the
Hamilton-Wentworth Rapid Transit System on the approved

alignment.

4.12.2 Functional Plan
(a) Prepare a functional plan for the entire length of the

approved alignment.

(b) Prepare functional plans for the stations, yards,

maintenance buildings and other system facilities.

Arle S Preliminary System Specification

(a) Prepare a preliminary ICTS specification that defines
the ICTs configuration and.technical attributes
necessary to meet the system requirements resulting

from Section 4.6.2.

(b) Prepare a preliminary reliability plan establishing
subsystem requirements and projected availability and

dependability targets.

subsystems.

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Prepare a preliminary safety plan to set guidelines for

design and operation.

Prepare a preliminary human factors plan to ensure that
the needs of passengers, the general public and
Operating and maintenance personnel are met in terms of

comfort, convenience, and ease of use.

Prepare a preliminary subsystem noise emission control
plan to establish criteria and subsystem allocations

which achieve low levels of noise emission.

System Operations Concept

Based upon the operating policies and strategies for
the Hamilton-Wentworth Rapid Transit System, to be
defined by the Region for use in the evaluation of

alternatives:

Prepare a preliminary manual describing normal system
Operations (system start-up and shut-down, insertion
and removal of trains, transfers to storage and

maintenance facilities).

Prepare a preliminary failure management plan that

describes degraded modes of operation in rz#sponse to

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equipment failure or climatic conditions, and recovery

procedures.

Define the preliminary maintenance concept for
maintenance and repair of vehicles and wayside

equipment.

Develop a preliminary security plan for ensuring

protection of passengers, staff and equipment.

Urban Integration

For the approved alignment prepare, to a level of
detail suitable for use as the basis for detailed
design, a description of the integration of the system

with the Region's urban environment, focussing on

fe) structural integration of stations and guideway

with existing and proposed building and urban

spaces
fe) property requirements
fo) changes to total transportation flow

fe) infrastructure aesthetics

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(a) Prepare a description of the techniques to be used to
integrate the system with the natural environment,

especially across the escarpment.

(b) Identify measures for possible incorporation into the
system design to minimize any potential noise or visual

impacts identified along the approved alignment.

et aa | Operating Cost Analysis

(a) Prepare a preliminary estimate of operating and
maintenance cost differences between alignments for use

in the alignment evaluation process.

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For the. approved alignment, develop a preliminary

estimate of the system operating and maintenance cost.

Assess the impact of the Hamilton-Wentworth Rapid
Transit System operation cost on future Hamilton Street

Railway capital and operating costs.

Preliminary Implementation Plan

Analyze the relative construction times, costs and

risks associated with each alternative alignment.

For the approved alignment, identify the tasks required
for the final design, construction, test and

commissioning of the system.

Characterize these tasks according to the necessary

background skills, experience, facilities and data and

information.

Prepare charts and networks to show the duration of the

tasks and their inter-dependencies.

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4.12.9 Capital Cost Estimate

(a) Prepare preliminary cost estimates for each of the

alternative alignments.

(b) For the approved alignment, prepare cost estimates for
the implementation activities through to the

commencement of revenue services.

5.0 DELIVERABLES

The following sections summarize the Data, which is
currently envisaged as deliverable to the Region. With respect
to packaging, Data may be provided in the form of a specific
report, titled substantially as below, or as part of a combined

report, aS appropriate.

ead | Program Management

fe) Contract master schedule

fe) Project budget

fe) Monthly progress reports including financial reports
Dae Data Collection

fe) Catalogue of relevant data

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Definition of Alternatives

Documentation of alignment and station location

alternatives

System Requirements

System requirements document

Preliminary Design Standards Manual

Comparison of Alternative Modes

Report assessing ICTS as to ts suitability for

Hamilton application

Evaluation of Alignment Alternatives

Methodology for evaluation of alternatives
Short list of alignments and summary of advantages

disadvantages of each

Design of Infrastructure

Conceptual designs of alternative alignments

Guidelines for specification and final design

Preliminary System Descripton

Preliminary System Specification

and

Preliminary Design Description, including Supportive

illustrative material
Operations Concept

Preliminary Implementation Cost Estimate

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fe) A summary report of the above material
Se) Top Level Implementation Plan
fe) Preliminary work program for implementation of the ICTS

system in Hamilton

bask Environmental Assessment
fe) Draft application for planning approval under the

Environmental Assessment Act of Ontario

Salt Public Participation Program
fe) Final Summary Report
6.0 PRELIMINARY SCHEDULE

The preliminary schedule for the Hamilton-wentworth
Pre-implementation Program is attached. This preliminary

schedule will be refined and modified as part of task 4.1, above.

7.0 RESPONSIBILITY MATRIX

The group bearing the primary and, where applicable,
secondary responsibility for the execution of each of the tasks
4.1 through 4.12 is indicated in the matrix attached as
Attachment 2. UTDC as Prime Consultant will manage the
performance of all of the Work. Reference to UTDC in the matrix

includes both UTDC and its Technical Team.

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Attachment 2 to Schedule A - Statement of Work

RESPONSIBILITY MATRIX

Task

Project Management

Data Collection

Rapid Transit Rationale

Environmental Assessment

Public Participation
Program

Operational Requirement

Preliminary Design
Standards

Evaluation Criteria
Comparison of
Alternative Modes

Alternative Alignment
Identification

Alignment Analysis
and Evaluation

Preliminary System
Description

Primary

UTDC
UTDC

Consultants
UTDC

Consultants
URDE

Consultants
OLDE

ULDE
UmDe
Consultants
UTDC

Consultants
UD eC

Consultants
UTDC

UTDC

Responsibility

Secondary

Responsibility

Consultants

UTDC

UTDE

Consultants t0

UTDC

BrDC

UTDC

Consuieantse oO

UTDC

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NOTE:

SCHEDULE B

HAMILTON PRE-IMPLEMENTATION PROGRAM PRELIMINARY
COST ESTIMATE (S$ x 000)
FOR THE WORK

Preliminary

tack Descr iphones: Cost Estimate
Program Management ; Tek 6
Data Collection | 69.9
Rapid Transit Rationale 52.4
Environmental. Assessment she Moras)
Public Participation 183.5
Operational Requirement SZ
Prelaminary Design Standard 12a 2
Evaluation Criteria las
Comparison of Alternative Modes Dt
Alternative Alignment Identification 19.0.0
Alignment Analysis and Evaluation 5/9.8
Preliminary eyotem Beseription | IGE 0
TOTAL 3, 008z2
Other Direct Charges ee oO
LOTAL (COST 3 130 ce
7-535 ProOlit 23428
3730560

program duration as
assume analysis of
and 4 shortlisted
structure .only.

The above estimates are based on a
in Attachment 1 to Schedule A, and
12 feasible alternative alignments
alignments and a concrete guideway

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AGREEMENT DATED THIS DAY OF JULY, 1980

BETWEEN: HER MAJESTY THE QUEEN, in right of the
Province of Ontario, as represented by the
Minister of Transportation and Communications,
hereinafter referred to as the "Minister"

Gr Tht FIRST PART

- and -
THE REGIONAL MUNICIPALITY OF HAMILTON-WENTWORTH,
a body corporate established by the Regional
Municipality of Hamilton-Wentworth Act of 1973,

hereinafter referred to as the "Region"

OF THE SECOND: PART

WHEREAS the Province of Ontario intends to support a revenue service
demonstration of the Intermediate Capacity Transit System (ICTS) developed
by the Urban Transportation Development Corporation Ltd. (UTDC) and the
Region has expressed a desire to have a rapid transit system placed into

operation in the City of Hamilton;

AND WHEREAS to that end the Parties and the Government of Canada
have reached agreements in principle with respect to the financing of the
Hamilton ICTS Revenue Demonstration Project which agreements provide, among
other things, for the Government of Ontario to undertake to complete such
Project, and to pay such cost relative thereto, including approved cost

overruns as are not paid by the Region and the Government of Canada;

AND WHEREAS the Minister recognizes that a certain amount of time
will be necessary to execute and put into place the contracts between, as
applicable, the Parties, the Government of Canada, and UTDC, arising out of
the agreements referred to above, and further recognizes that time is of the

essence with respect to the Hamilton ICTS Revenue Demonstration Project;

AND WHEREAS the Government of Canada considers it highly desirable
for the Canadian Urban Transit Industry to develop an overall capability to
plan, design, construct and commission urban transit technology in Canada,
and/or abroad, and to this end the Minister deems it expedient that UTDC
undertake the responsibility for the overall co-ordination and management

of the ICTS Revenue Demonstration Project in Hamilton;

ite

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AND WHEREAS the Region has defined a Pre-implementation Program
consisting of certain tasks and studies which must be undertaken prior
to the design and construction of a rapid transit system, and intends to
enter into an agreement with UTDC with respect to UTDC undertaking the
management of such Pre-implementation Program under the direction of the
Region's Steering and Technical Committees, and performing certain of the
tasks related thereto, which agreement appended hereto as Attachment I is
intended to be the first stage of the Hamilton ICTS Revenue Demonstration

Project;

AND WHEREAS the Region may enter into agreements with specialist
consultants under the guidance of the Region's Steering and Technical
Committees for performing certain of the tasks related to said Pre-implementation

Program;

AND WHEREAS the Minister concurs with these intents of the Region
and agrees to contribute funding to the equivalent of 75% of the total cost
of the Pre-implementation Program in accordance with the provision of Section
20(2) of The Public Transportation and Highway Improvement Act and deems
that having regard to the nature of the project the costs to be incurred and
the needs of the Region, the remaining 25% of total costs will be represented
by the staff salaries, wages and employees benefits incurred by the Region
with the exception of the salary, staff and payroll cost associated with the
Project Co-ordinator who shall be hired by the Region. Reasonable incidental
costs such as mileage and other out of pocket expenses incurred by the Region

wil] be paid by the Ministry.

NOW THEREFORE, in consideration of the premises and the terms and

conditions herein contained, the Parties hereto covenant and agree as follows:

1 The Minister agrees to provide to the Region funding not to
exceed the amount of $3,500,000.00 for the Region's purpose
in carrying Out tne rre-impiementation Program, such funding to
be provided to the Region in the form of progress payments to
be made against invoices submitted by the Region for costs

incurred, in accordance with Article VIII.

-
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i Be The Region agrees to conduct the Pre-implementation Program
as outlined in and in accordance with the agreement between
the Region and UTDC dated July, 1980, appended hereto

as Attachment I and forming a part hereof.

Le Oe The Minister shall not make any payment to the Region that in
the opinion of the Minister js not an integral part of the
Program and such decision of the Minister shall be final and

binding.

Re The Region shall provide the Minister promptly with copies of

the monthly progress ReDOrTS:.

The Minister shall have the right to be provided with or have
access to copies of any and all other reports, data and
information provided to the Region with respect to the Pre-

implementation Program.

Rights in and title to all data arising directly out of the

Pre-implementation Program shall rest in the Region.

V. The Region shall retain all records and data collected or
Produced in the course of the Pre-implementation Program for
a period of five years from the date of completion of the Pre-
implementation Program and make same available to the Minister

upon request.

Vie The Minister shal] require the Region, who in turn shall also
require its contracted parties, to keep a detailed Record: 07
the hours worked by staff in the execution of the Pre-implementation
Program and that the Minister may inspect and audit the books,
payroll accounts and records of the Region and of its contracted

parties at any time with respect to any item to which the Minister

is required to contribute.

VII. The Minister shall advance the sum of $406,000.00 to the Region
within 15 days of the execution of this agreement as a pre-
financing fund which shall be expended by the Region for

defraying costs properly chargeable to the Minister in advance

Loss

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SCHEDULE C

TO AGREEMENT FOR A HAMILTON ICTS PRE-IMPLEMENTATION PROGRAM

BETWEEN THE REGIONAL MUNICIPALITY OF HAMILTON-WENTWORTH

AND URBAN TRANSPORTATION DEVELOPMENT CORPORATION LTD.

DATED *LHE) *s0TH DAY OF JULY, 1930;

INTERIM FINANCING AGREEMENT, DATED JULY, 1980
BETWEEN HER MAJESTY THE QUEEN IN RIGHT OF THE
PROVINCE OF ONTARIO, AS REPRESENTED BY THE

MINISTER OF TRANSPORTATION AND COMMUNICATIONS,

AND THE REGIONAL MUNICIPALITY OF HAMILTON-WENTWORTH

SCHEDULE D

TO AGREEMENT FOR A HAMILTON ICTS PRE-IMPLEMENTATION PROGRAM

BETWEEN THE REGIONAL MUNICIPALITY OF HAMILTON-WENTWORTH

AND URBAN TRANSPORTATION DEVELOPMENT CORPORATION LTD.

DATED THE 30THDAY OF JULY, 1980.

HAMILTON REVENUE DEMONSTRATION
PROJECT SCHEDULE

ISSUE 5, DATED MARCH 4, 1980

Y DIPS Teel $104, TOT MOS IIMA, & 468 ad ay
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SCHEDULE E

TO AGREEMENT FOR A HAMILTON ICTS PRE-IMPLEMENTATION PROGRAM

BETWEEN THE REGIONAL MUNICIPALITY OF HAMILTON-WENTWORTH

AND URBAN TRANSPORTATION DEVELOPMENT CORPORATION LTD.

DATED THE 30TH DAY OF JULY, 1980.

UTDC APPLICATION TO THE GOVERNMENT OF CANADA
FOR INDUSTRIAL TECHNOLOGY DEVELOPMENT FINANCIAL

ASSISTANCE, VOLUMES 1 AND 2, DATED JUNE 25,1979.

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SCHEDULE F

TO AGREEMENT FOR A HAMILTON ICTS PRE-IMPLEMENTATION PROGRAM

BETWEEN THE REGIONAL MUNICIPALITY OF HAMILTON-WENTWORTH

AND URBAN TRANSPORTATION DEVELOPMENT CORPORATION LTD.

DATED THE 30TH DAY OF JULY, 1980.

ICTS OPERATIONAL REQUIREMENT

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Urban
Transportation
Development

20 Eglinton Ave. W.

Toronto, Ontario M4R 1K8
Canada (416) 484.8887

Telex 0622805 (URBANTRANS)

INTERMEDIATE CAPACITY TRANSIT SYSTEM

OPERATIONAL REQUIREMENT

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SECTION

INTERMEDIATE CAPACITY TRANSIT SYSTEM

OPERATIONAL REQUIREMENT

TABLE OF CONTENTS

DESCRIPTION

References

Glossary

INTRODUCTION

The Need for Intermediate
Capacity Transit Systems

The Operational Requirement

Derivation and Scope of the
Operational Requirement

The Model Specification
The UTDC Program for Develop-

ment of an Intermediate
Capacity Transit System

PRINCIPAL CHARACTERISTICS OF
HGS

Rationale

Capacity

Exclusive, Elevated Right-of-
Way

Minimum Intrusion
Service Characteristics
Automated Control

Summary of Principal
Characteristics

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SECTION

DESCRIPTION PAGE

APPLICATIONS AND THEIR
CHARACTERISTICS

LEVEL OF SERVICE
Service Strategies
Travel Time
PNELOaucezLon

Station Headway
Maximum Cruise Speed
Acceleration/Deceleration
Hours Of Operation
Comrort Crrteria
Passenger Area Criteria
Planned Acceleration and Jerk
Interior Noise
Vibration

Air Conditioning

SYSTEM PERFORMANCE AND
CHARACTERISTiCS

Line Capacity

Station, Capacity

Train Operation
Directionality

Track Directional ty
Vehicle Directionality

Grade Capability

SECTION

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Sp A RR ae

DESCRIPTION

Minimum Turning Radii
Horizontal Curves
Vertical Curves

Compounded Vertical and
Horizontal Curvature

Switching Functional Require-
ments

Impact on the Environment
Visual and Aesthetic Impact
External Noise

Effect of the Environment

System Operational Avail-
ability

EBnvaronmiencal Conditions
Return Periods
Electromagnetic Compatibility

Ambient Electromagnetic
Conditions

Control of EM Emissions
Operational Reliability
Introduction

Delay

Delay due to equipment
Peis uuse Ss.

Methods to minimize delay
Availability
Vehicle

Stationary Equipment

PAGE

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SECTION DESCRIPTION PAGE

See Safety and Security

eed RPE 8 General

seep red Vital Functions

Sd Re Safety and Security of Passengers

Fale ok Structural Integrity

Si: ae Sys Vehicle Retention

Die aS Fire and Noxious Gases

Selene Passenger Evacuation

ie ne et Safe Movement Control

Dia idr a 56:0 Vehicle Interior Design

SRAM Ue poke baal | Safety and Security in Stations

Sik 2 oa'o Vehicle Coupling and Entrainment

Die ae ee 7 Braking

S21 2 LO Vehicle Electrical Grounding

Beh Ars Sg Switching

eee eae Safety of the General Public

i la aaa Safety of Operations and
Maintenance

Se eel 8 Passenger/System Interface

gts sak Passenger/Vehicle Interface

we ah Ge re Ie 8 Automatic Door Operation

cS ee ae te Load/Unload Time

Menge i or a Design Considerations

Bid sues Passenger Information Systems

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SECTION DESCRIPTION PAGE

62.0 GUIDEWAY

Tee, STATIONS

h5(0 OPERATIONAL CONSIDERATIONS

Sek Maintenance and Storage
Considerations

82 Operational Procedures

Sion: Normal Procedures

Sa oe Abnormal Situation Procedures

8.263 System Software.

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REFERENCES

Choices for the Future. Report 64,
Metropolitan Toronto Transportation Plan
Review. Toronto, January 1975.

Toronto Rapid Transit Network - A

DEeCcription of Potential ICTS Routes in
tevoures, UIDeG Prannang Divisvon, July 1975.

Ottawa Rapid Transit Network - A Description
Of Potential TCTs Routes 1m Ottawa. UTDC
Piaiming ADivissonyaduly 129175.

Hamilton Rapid Transit Network - A
Description of Potential ICTs Routes 2n
Hamilton. UTDC Planning Division, November

(uo 7 5%.

Area/Passenger Considerations, UTDC Planning

Divvei on, AUGUSE Ay oko S sand sOeGtober UG. 1.9.7 5..

t -

» GLOSSARY

@e Capacity

Line Capacity - The time rate of movement of
passenger spaces in a given
dLreecion past a point on. a
Cransie tine. The wit is
passengers per hour per
Girection (opipd).-— The
calculation is based on
vehicle practical capacity
and appropriate headway.

The combined maximum
passenger boarding and
alighting rates that can be
accommodated by a station.

Station Capacity

Vehicle Practical - The maximum vehicle passenger
Capacity capacity at which specified
station dwell times can be
maintained.
Rig Vehicle Crush = Stnvs (vs the capacity of the
Capacity vehicle under emergency

service considerations.
Structural design.ofr the
vehicle must be adequate to
accommodate static crush
loads.

e ccc - Command, Control and
Communications system.

e CBD = “Centra Business Distrect.

e Headway - The elapsed time between the
passage of the front of two
successive trains past a
point. 1t 2S often used in
the sense of a nominal or of
a minimum value.

Station Headway - The headway between trains
entering or leaving the plat-
form area of a station.

Platform Headway - The headway between successive
trains at. a platiom an a
multiple platrormestation.

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@e Headway (cont'd)...

Line Headway - The headway between successive
trains at a point on a transit
tine (usually main=-line or a
through-line in a station).

e Line Haul = The exclusive use of Local
services

e pphpd - passengers per hour per
direction

@ Sheoee Lurch = "Retrain that turns back betore

reaching the usual terminus is
Sand toe short cur-".

e On-line Station = We-station im which ald guide-
way branches have access to a
platform.

e Off-line Station — 'hastation an which One or more

lines cdo not have access to a
platform, but are used solely
by express trains to by-pass

the station. Local trains
stop.
e Return Period -~ Effectively the mean time

between occurrences. For return
periods greater than 5 years

the, probabilaty of the event
occurrence in any given year is
the inverse of the return

period (expressed in years).

For shorter periods a poisson
distribution can be used to
determine the probability of
eccurrence.

@® Services - The available means of
transporting a passenger from
his entrance to the system to
his exit.

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Services (cont'd)...

Local Services

Skipestop Services

Express Services

Train

Vernrcle Transter
CapabLirty

Vital Function

Trains stop at all stations
along their route. Sequential
ordering of trains is
preserved, i.e. they do not
overtake. Trains can be
turned back at intermediate
points to. Vary capacity along
the route.

Trains run in sequential order
buteskip staticons<according to
a predetermined pattern.

Trains by—pass a series of
stations, mesh without
conflict with other services
On the same guideway section,
and overtake stopped trains by
Means of the station through-
track.

Two or more coupled vehicles
that behave as a single unit.

Trains transfer between basic
lines to reduce passenger
transfers between services.

A LUuncti0on having implications
for Ssatety. “Criteria for
"safe" implementation of vital
LUnCELONS are given an section
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INTRODUCTION

the Need tor Intermediate Capacity Transit Systems

Urban planning in North American cities over the
last 5 to 10 years has been characterized by a
strong interest in improving the quality of public
transportation. This renewal of interest in public
transit reflects changes in both community and
governmental attitudes toward the increasing
dependence on the private automobile that dominated
urban planning in the post-war era. As a
consequence, significant planning efforts have been
made to provide more extensive networks of high
quality transit to achieve land use objectives and
to influence spatial patterns of urban growth.

Interest in public transit has been paralleled by
increasing recognition of the financial difficulty
of providing both expanded transit service in lower
density areas and adequate service in high density
centrally oriented travel corridors. New transit
facilities to achieve land use objectives may result
in corridors having demand levels lower than those
traditionally served by rapid transit.

The need for improved coverage and development of
new transit corridors suggests a range of capacity
that cannot be served adequately by surface transit
Or economically by subways. The concept of the
Intermediate Capacity Transit System, therefore, is
to provide higher level transit service than can

be provided by surface systems at costs that are
substantially lower than conventional subways. The
development of such new systems is constrained by
the fact * that they must be acceptable from visual,
environmental, and social points-of-view.

ayoOLCaLl applications! Of LETS" in Major“ metropolitan
centres will involve networks of medium capacity,
nvon=quality transi service, able to provide: trunk
service in some cases, and feeder services to
higher capacity conventional subway lines in other
cases. For smaller communities where demand levels
do not justify subway construction, the ICTS may
serve as the backbone’ of the transit system. There
may be special purpose applications of ICTS to
improve accessibility of major activity centres
such as airports or new regional sub-centres.

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The Need for Intermediate Capacity Transit System

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Another important application may be the

use of separate ICTS facilities to provide
capacity comparable to that of a Single subway line
at similar total cost. Separate parallel £CTs
lines may provide better overall coverage and
reduction in access times and distribution SOsts.
The lower costs of the individual ICTS lines woulda
be achieved through less stringent right-of-way
and guideway requirements.

In summary, the basic need for new Intermediate
Capacity Transit Systems derives from a desire to
provide high-quality transit services of adequate
Capacity at costs that are Significantly. lower
than those of conventional rapid transit systems.
The new facilities must be acceptable from a
community point-of-view, and must offer economical
Operation over a range of demand that cannot be
economically handled by conventional Rapid terans7 ti,
Or adequately handled by existing surface systems.

The Operational Requirement
ee ee eee UE Pemenet

The current interest in improved public transit has
generated considerable activity in the field of
technological innovation. Most development work
has been directly, or indirectly, sponsored by
government agencies in Europe, the U.S., and in
Canada. In spite of extensive development effort
there has been very limited implementation of new
types of transit systems. Unlike other fields
requiring technological innovation, such as the
military, space research, or process control, most
transit research programs have concentrated on
solutions, with little emphasis on careful
definition of needs. Consequently, many new con-
cepts for transit improvement have emerged which
have achieved little market acceptability among the
municipal officials and transit operations who
would ultimately implement and operate them.

Ine. approach. form LOTS, therefore, has been to first
define the needs that new transit systems must be
able to satisfy in terms acceptable to municipal
planning and transit agencies. This definition of
need is referred to as the Operational Reguirement.

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Derivation and Scope of the Operational Requirement

The Operational Requirement defined in this report
has been prepared with inputs from municipal
planning and transit operating agencies to arrive
at an accepted set of requirements for Intermediate
Capacity Transit Systems. The document is subject
to revision as dialogue with municipal agencies
proceeds.

The Operational Requirement is based also on
studies of the requirements of a number of

typical North American cities. Detailed

studies have been made of Toronto, Ottawa,

and Hamilton to cover a wide spectrum of urban
Size, development patterns, and physical
characteristics. These studies are described in a
number of separate reports.

In terms of scope, this Operational Requirement
describes the characteristics of fully matured
intermediate Capacity Transit Systems. Initial
deployment of ICTS in urban applications will
likely be more modest than indicated in this
report. However, the selection of technologies and
the system development program will be based on the
requirements herein.

The Model Speci fication

The Operational Requirement will be the basis for
industry preparation of the ICTS Model Specific-
ation. The latter is the detailed technical
response describing the system to be developed.
UTDC will be responsible for ensuring that the
Intermediate Capacity Transit System defined by
the Model Specification meets the Operational
Requirement.

The UTDC Program for Development of an Inter-
mediate Capacity Transit System

The Urban Transportation Development Corporation
has undertaken a multi-phase program to establish

a Canadian-based industrial capability to design,
develop, manufacture, and implement Intermediate
Capacity Transit Systems responsive to the needs of
North American cities.

The program is based upon the following principles:

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The UTDC Program for Development of an Inter-
mediate Capacity Transit System (cont'd)...

There is a fundamental need to understand the
urban transit problem and to achieve support
for the problem statement from municipal
authorities before commitment to a particular
Eechnological. solution.

Only that degree of innovation necessary to
meet agreed existing and future requirements
in the most economical manner should be under-
taken.

A phased development program is required to
translate the defined requirement into sub-
system and system engineering development,
transit operator trials and acceptance, and
public acceptance: prior to implementation. in
general revenue service.

The following five-phase program has been based
upon these principles:

Phase 1

Data Acquisition and Program Definition.

Phase 2

Concept Selection, Preliminary Design, Develop-
ment Program Planning.

Phase 3

Prototype Sub-System and System Development.

Phase 4

Pre-Production System Design, Manufacture,
Implementation, Test and Acceptance.

Phase 5

Full Commercial System Production and Implement-
action,

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PRINCIPAL CHARACTERISTICS OF IcTS
ee ee OE

From the studies of requirements for IGS; Eke
following rationale and Principal iCharacteristics
have been defined. The Principal Characteristics
bead to umore detailed GSscriptions: Of other
elements which, when taken in their entirety,
constitute the complete Operational Requirement.

Rationale

The background studies to the definition of this
Operational Requirement identified the range

of possible applications as primary trunk
corridors, networks, and special applications.

In primary trunk corridor applications ICTS will
serve as the backbone of the transit system in
medium-sized cities, or as a means of providing
corridor service in larger cities where travel
demand does not justify investment in conventional
Fapid transit. (i.e. subways). Many of these
primary corridors involve radial flows in which

a) Gradual build-up occurs as the point of
highest demand and accessibility 1s. approached.
Such flow characteristics indicate the need for
varying capacity at intervening points

along the system. In most primary transit
corridors, on-street segregation will be diffi-
cult to achieve, leading to the need for a sub-
stantial proportion of grade separation, by means
of underground or elevated structures.

Networks will have closer spacing of individual
facilities and stations, so as to provide better
distribution within a particular area, such as a
Central Business District, or in concentrated
expansions around the primary lines.

The system must be capable of underground, at-
grade, or elevated alignment. Costly under-
ground construction will be necessary where
development densities and right-of-way constraints
preclude above ground construction. At-grade
alignment is the least-cost alternative and is
applicable where open right-of-ways are available
and where community barriers are not created.
Elevated structures will be much Cheaper than
underground construction and do not create
community barriers. They must be designed for
minimum visual intrusion and maximum integration
with projected land use.

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Rationale (cont'd) <«.«

The need to improve the acceptability of elevated
structures leads to a requirement for less massive
structures. Guideway intrusion is minimized by
Leducingpitsrecnoss Section» and the width of
vehicles. Of greater importance is station
intrusion which can be reduced by designing for
short platforms and short trains. Achievement of
the required capacity levels with small trains,
however, leads to a requirement for high service
frequency. This ultimately results in a need

for a high degree of automation in the operation
of the system. The Principle Requirements,
derived from considering the range of possible
applications of Intermediate Capacity Transit
Systems are summarized in Figure 2.1.1 and are
elaborated below.

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RANGE OF APPLICATION

SEPARATED INTERMEDIATE
RIGHT OF WAY CAPACITY
UNDERGROUND AT-GRADE ELEVATED

HIGH
CAPITAL
Cust

MODERATE
CAPITAL
COST

LIMITED
OPPORTUNITIES

HIGH VISUAL
INTRUSION

REQUIREMENT FO
LESS OBTRUSIVE
SLRUCTURES

SMALLER
CROSS SECTION

SHORT
STATIONS

NARROW
VEHICLES

HIGHER TRAIN
FREQUENCY

AUTOMATED
CONTROL

PALGUBRE: cave kod.
PRINcCroAL CHARACTERISTICS OF “ICTS

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Capacity

Petoyenallbe.designed for flexibility of
application across a broad range of capacities
lying between those of surface transit systems
and subways. The upper limit of this range is
estimated to be 20,000 passengers per peak
hour per direction, and up to this limit,
Specific applications of ICTS must yield high
level of service at competitive costs.

Exclusive, Elevated Right-of-Way

Attractive performance of ICTS derives princi-
pally from non-interference with vehicular
traffic, largely as the result of full grade
Separation. In developed urban areas, such
Separation is provided primarily by elevation

of the guideway at lower costs than would be
possible underground. Wherever possible,
guideways may be built at-grade. The system
must also be adaptable for underground operation
wherever necessary.

Since the elevated alignment is a fundamental
competitive feature of ICTS, minimizing the
Capital costs of structures and of visual
intrusion is of major importance.

Minimum Intrusion

ICTS must be designed for minimum intrusion in
terms of space requirements, visual/aesthetic
impact, interference with other traffic and
structures, noise and vibration, and electro-
Magnetic and particulate pollution. Fora
given line capacity, increasing the frequency
of service permits shorter train lengths and
Stations.

Service Characteristics
psi vite LNatacteristics

ICTS shall offer high levels of service in terms
of in-transit time, waiting time, and number of

antra-system transfers. System design shall be
such that networks can become progressively denser
to improve access. The system shall be capable

of economical high frequency service at all times.

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Service Characteristics (OOnaaC) ctr

Although a number of initial applications are
likely to be line-haul, the Command, Control anda
Communications system (CCC) will be designed to
safely control mixed services at relatively short
headways.

Automated Control

In order to minimize train length and station size
while providing the necessary service character-
istics and capacity, safe and efficient Operation
at short headways is required. Because this

would not be feasible for human control on a
continuous basis, the CCC system must be capable
of fully automatic operation. Provision will be
made for a driver attendant as an Operator option.
The attendant will have the ability tO Start, vary
Speed; and stop the train.

Summary of PeInci pa | Characteristics

Based on an analysis of potential applications
this Operational Requirement identifies the need
for a high level of transit service at economical
cost for capacity requirements Ups LO 20),,000
passengers per hour per direction. This
objective is achieved by a system utilizing
automatically controlled short trains on
exclusive rights-of-way. The system must be
acceptable with respect to cost, visual LO erus Ton,
noise, safety, and reliability.

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APPLICATIONS AND THEIR CHARACTERISTICS
$$ Re Pe ROLL CO

Intermediate Capacity Transit System networks will
be designed to serve the primary transit corridors
of urban areas. In medium-sized SreLes -iCrs
networks will form the backbone of the transit
system. In large cities they will provide service
in corridors unable to Support subways.

The routes will be typically spaced at five to eight
kilometer intervals. Feeder bus services will be
necessary to provide adequate passenger access-
ibility. Stations will be located mainly at

large activity centres and at the intersections

of major transit routes, with spacing of two-thirds
to two kilometers.

Passenger flows will often be radial in nacwre 7. eso
that link volumes will decrease with distance from
the CBD. Short turns at intervening points may

be required for capacity/demand matching.

Diurnal variations in patronage will be similar to
those found on other transit services: mid-day
hourly flows are 15 to 20 percent Of peak flows,
evening hourly flows are 10 to 15 percent of peak
flows. Station volumes in the Major direction of
flow will be in the range 10-403 of adjacent link
loading, but in special situations can be as high
as 100%.

ICTS networks will cover Jarge urban areas, and
will traverse a range of urban land uses. The
Guideway and station facilities will be located
in commercial, industrial and park settings and
may be elevated, at-grade or underground in
response to constraints imposed by existing or
planned land use and buildings. It is
anticipated that many ICTS alignments will be
elevated and in some cases may be architecturally
integrated with buildings. Guideway gradient is
influenced by topography, but severe grades may
be modified by extra construction effort.
Limiting operational horizontal and vertical
Curves will be found in station areas, and will
be va function of system GCesigueratner than of
external topographic and environmental constraints.

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APPLICATIONS AND THEIR CHARACTERISTICS (alo) ghetire terre
ee ee ee ee CHARACTER OLICS

Conditions encountered on ICTS networks that must
be accounted for in the system design are:

intermodal transfer requirements at stations
(short walking distances, Simple fare
collection procedures)

System expansion (stubs, branches, inter-
sections, and additional station tracks)

abnormal operations (up to 100 percent
increase in localized passenger flows for short
periods of the order of 10 minutes)

environmental sensitivity (passage as close as
4 meters to all types of land Uses, 2in) both
elevated and at-grade mode)

staged construction (line-by-line or radial
additions) 2

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LEVEL OF SERVICE

Service Strategies

The following service strategies shall be avail-
PO lentOn LOS application, Singly or in
combinations:

a) Local
Db) + Skip-stop
c) "Express

Vehicle transfer between basic lines of networks
Shall be employed, where Praccicable, to reduce
passenger transfers and to relieve or by-pass
congested or closed links.

Pie. design. of CTS shall provide for changes in
Service strategy to accommodate changes in demand
Ehat, occur with time and with location. Examples
are introduction or reassignment of express
services or routings on a‘planned basis or in
unexpected circumstances, and breaking/make-up of
Etains:.,

Travel Time
Introduction

Passenger Travel Time is defined as the total of
all components of a door-to-door journey, as
follows: Access Time, Waiting Time, In-transit
Time(s), Transfer Tames) > Exit Time.

Access and Exit Times may be composed of a
combination of walking time and access/exit by
other transportation modes. They are respectively
the total passenger time between journey origin or
destination and the ICTS platform and Cannot be
Specified in this requirement. Nevertheless, they
must be accounted for in assessing the impact Of
the other Travel Time components.

Waiting and In-transit Times are dependent on the
Specific operating scenario. This Operational
Requirement specifies characteristics that will
permit choice of attractive Waiting and In-transit
Times at reasonable cost.

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Waiting and Transfer Times will be strongly
influenced by station headway; consequently
Station headway is specified.

In-transit Time is a function of train
performance characteristics (velocity,
acceleration, deceleration), of the service
strategy, dwell time, and alignment
characteristics (station Spacing, grade,
Curvature). These are specified.

Station Headway

Waiting Time is directly related to headway and
the number of services. ICTS design shall
permit headways for local service at Single
platform stations as low as 50 seconds.
Multiple platform stations will be used to
maintain headway where additional dwell time

is required to accommodate high passenger flow,
Or to reduce headway and increase Capacity.
Where multiple services are offered, the head-
Way Tor iany particular service should not exceea
5 minutes.

Maximum Speed

The maximum operating speed shall be 20 7S
This provides attractive average speed for urban
express trips and suburban trips. Where
propulsion capability is available, Operating
speed shall not be restricted to 20 m/s.

Acceleration/Deceleration
pone VEEN AP ECE Lera rion

Acceleration and service deceleration shall be
controlled so that the passenger comfort limit
specified in Section 4.4 is not violated.
Specifications shall be met by trains loaded to
practical capacity under all weather conditions
Specified in’ Section 5.9.

Dnea rsa n acceleration-velocity characteristic
Shall be such that, on level tangent guideway,
the maximum operating speed of 20 m/s will be
achieved from standstill in 20 seconds, and
that the performance on grades Specitiaed. in
Section 5.5 can be achieved.

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Acceleration/Deceleration (cont'd)...
The deceleration-velocity characteristic shall
be such that the train can be stopped in
service deceleration from the maximum Operating
Speed on a constant 6% down grade in 200 m.

Hours. OF Operation

The ICTS must be capable of operating at least
20 consecutive hours in the day.

Comitort Criteria
Passenger Area Criteria

Passenger comfort depends on the following area
and seating factors:

a) Number of seats

b) Ratio of seating area to effective interior
floor area

c) Seat size and comfort
d) Passenger mobility

Seats and their arrangement should be designed so
that a seated passenger has a minimum of 0.4 square
meters floor area. ‘The ratio of seats to vehicle
Practical capacity should be at least 1/3.. The
practical capacity of the vehicle is approximated
by assigning 0.25 square meters per standing
passenger. The crush capacity Of the vehicle is
approximated by assigning 0.15 square meters per
standing passenger.

The practical capacity provided by use of the
guidelines cited abuve may be affected by
operational design considerations such as short
dwell times, number of doors, seat layout and
potential provision of handicapped passengers.
These affect vehicle capacity by determining
passenger mobility.

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-4.4

Planned Acceleration and Jerk
ee ee eee COR ang Jerk

Intervals of substantially constant acceleration
and of jerk are experienced by passengers during
deliberate train manoeuvres. The “constant"
levels shall not exceed the Comiort limits for
Seated and standing passengers given in the
following table. This table is adopted from
comfort curves derived from experimental data

by the International Organization for Standard-
ization. Transient acceleration and jerk whether

Planned Or intrinsic to the System shall be included
in the measurement of vibration.

Table 4.4.1 - Maxima for Steady Acceleration

and Jerk

Vehicle Axis Acceleration (g) Jerk (g/s)

Longitudinal Hanoi #2 TOLL
(Service) = -

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A component of longitudinal acceleration due tO
gravitational force on grades may be ignored,
i.e., the above limit May be interpreted under
all conditions as the first derivative of vehicle
longitudinal velocity with respect to) time. The
sum of longitudinal jerk associated with change
of grade and with deliberate change of velocity
Shall not exceed 0.10 g/s.

Interior Noise
The noise level, measured 1.2 meters above the
floor anywhere inside the vehicle at a distance
Greater than -15-cm from the walls, shall not
exceed 65 dbA and any pure tone, OCcurEing an
the audio spectrum, shall not exceed a level of
GOrdb:

Vibration

comfort boundary corresponding to 2.5 hours daily ex-
posure in the I.S.0 standard 2631-1974E, shown in Figure
Ait than tie RMS accelerations of the vehicle FLOOR) i

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ACCELERATION IN g

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Air Conditioning

Vehicles shall incorporate heating and air
circulation system adequate for operation on
Open guidewa,/ and underground in the climatic
conditions specified in Section 5.9. Space,
weight, and electrical power provision, shall be
Mace for -an air ‘cooling system,

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aU SYSTEM PERFORMANCE AND CHARACTERISTICS

yeu li Line Capacity

ICTS’ shall shave avline ‘capacity of at least
Ps, 000 “eenpd “am “che fol lowing configuration:

a) on-line station

b) single guideway through the station in each
direction

ey local vservice

a) plattorm not longer ‘than 35 m

e) vehicles loaded to practical capacity

f) station headway of 50 seconds

Capeaeiry shall “inerease to 20,000 pohpd if
multiple-guideway stations are used to implement
alternate-platform local services or express
services or alternatively if the number of vehicles

per “train and platform length are increased.

Ste Station Capacity

The following station capacities (persons per
hour in the peak period) are required:

a) Basic “station

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= total otatron Capacity, 8,000 pph

c) High volume stations (major intra-system
transfer interchanges, terminals, major
modal interchanges).

Total station capacity could be as high as the svstem
Capacity -

* major and minor flows are respectively the greater

and the lesser of:
(i) total passengers boarding
(21) total passengers alighting

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Train Operation

Minimum train consist shall be two single vehicles,

a married pair, or single vehicles large enough to
accommodate sufficient redundancy in equipment to
provide acceptable operational reliability. Entrained
Venicles Shiail function.as ‘a unit, fulfilling all of
operational performance, safety and reliability
requirements imposed upon the minimum consist.

Vehicles and trains shall be capable of coupling and
decoupling, either manuaily or under remote control,
with passengers onboard. Automatic operations

will occur only in precesicnated arsas such

as stations and active storage areas.

Directionality

The system shall permit the continual, independent
assignment of travel direction to every link in

the system. It is vital that the forward direction
Of a traan be the forward direction of the link it
occupies. The system must guarantee the safe movement
of trains in the forward and reverse direction.
Reverse drive will only occur while the system

is in an abnormal state, e.g. a recovery mode. Safe
operation shall be guaranteed by automatic closing of
buffer sections if potential exists for conflicting
vehicle motion, in conformance with proven route
interlocking procedures.

Grade “Capability

The system may include grades of up to 6%, which

will persist in excess of the distance required for trains

to decelerate from maximum operating velocity
to a Stop.

Three single vehicles loaded to crush capacity
shall be capable of pushing a single non-
motoring vehicle also loaded to crush capacity
up a 4% grade with maximum horizontal curvature,
and up a 6% grade with a 70 m horizontal curve,
Starcing .rom Standstill. A. Similar size train
of articulated vehicles shall meet the same
requirements with the failure of one propulsion
unit. This operation must be possible in the
weather conditions specified in Section 5.9.

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Grade Capability (cont'd)...

Trains loaded to practical capacity shall be
capable of accelerating to maximum operating
speed on three percent adverse-grade tangent
guideway in the weather conditions specified in
aac ie

Minimum TUrHing Radii

Horizontal Curves

speed in horizontal curves shall be restricted
only by the passenger comfort specifications of
Section 4.4. The vehicle/guideway design shall
De such that. structural satety, vehicle retention
and noise requirements are nct compromised.

The design must accommodate a minimum radius of
Nomazoncal curvature of 35 m.

In maintenance and storage areas, speed in
horizontal curves shall be restricted by safety
considerations, and by relaxed ride-comfort
criteria appropriate for operating and maintenance
personnel. Trains shall be capable of negotiating
20 meter radius curves in order to minimize space
requirements.

The maximum super-elevation on curves shall be
limited to 102 in ‘order that the gravitational
forces on a passenger in a stationary vehicle

Shall not exceed the comfort limits specified

an Section, 4.4.

Vertical Curves

Design of the vehicle/guideway system shall be
Such that speed in vertical curves is governed
only by the passenger comfort specifications of
Section 4.4. The design must allow for a minimum
radius of vertical curvature of 300 meters.

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5.6.3 Compounded Vertical and Horizontal Curvature

In order to minimize land requirements and visual
impact, horizontal and vertical curvature may be
compounded. The limiting compound curvature will
be 300 meters radius of vertical curvature in
Combingtionewith SS meters: radius-of horizontal
curvature.

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Switching Furctional Requirements

The 1CTos basic switching design shall permit
Maximum operating speed on the through track.

At multi-lane and off-line stations, deceleration
on the main line prior to branching and
acceleration on the main line after merging shall
be employed to the greatest extent possible with-
OUE SUbstantially affecting capacity.

At a branch or a merge, the system shall provide
full safe-stopping protection of the trailing
train Until it as known that the Jeading train
has cleared the switch and the switch position
for the trailing train has been confirmed.

Slow-speed switches may be employed if speed
ispsately controlled.

The switch mechanism shall be capable of manual
Operation.

Impact on the Environment
Visual and Aesthetic Impact

The system shall be designed to minimize adverse
visual impact on its surroundings. The guideway
and its support system shall be designed to be as
slender as possible with design effort directed
toward reducing the number of separate visual
planes and providing smooth transition between
the guideway and its supporting columns. Maximum
use shall be made of the opportunities to enhance
the local environment by the integration of street
furniture and Jighting into the design of the
guideway and station structures. Stations should
be designed for minimum scale. The structural
systems used for guideways and stations shall
permit integration with buildings and shall be
compatible with good architectural design.

External Noise

Noise imposed on the surroundings in all directions
by ICTS shall not exceed the following limits as
measured by techniques similar to S.A.E. standard
J366b - Exterior Sound Level.

a)” Fornattrain 40 meters long under all
Operating conditions (accelerating, braking,
cruising) on elevated or at-grade guideway
whether on tangent or curved track at speeds
up to 20 m/s measured 15m from the vehicle.

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i) without vehicle retention walls and
sound attenuating barriers: 72 dbA.

ii) with the minimum retention walls
reguited. Tor -gatety (section 5.12.32)
and sound attenuating barriers that
extend no higher than the vehicle floor:
65 dbA.

GierPerhanctationary train, in. an enclosed station
with all equipment on (air conditioning,
Ventrilation, cooling: fans; etc.) , measured
2eneMec Lom the vehicle. 1,42 m above the. station
piatrorm: 167 -dbaA.

59 Effect of the Environment

The system design shall be such that the overall
effect of the environmental conditions

shalk mct vexceed the limits specified in 5.9.1.
The general system design shall be capable of
meeting the above requirements for environmental
conditions encountered in temporate North

American urban areas. The environmental conditions
elsotapoly to vehteles in storage and any require-
ment for heating, cooling, shelter or ventilation
for vehicles in storage is undesirable.

De il. System soperational availability

The following is intended as a guide in selection of
the design point for the ICTS.

The system shall be capable of operation at speeds
greater than 983 cf maximum operating speed and
shall be capable of meeting headway and capacity
requirements under all frequently occurring.
environmental conditions. In severe environmental
conditions, operation may be degraded or completely
Shut Gown, “The total tame that shall’ be permitted
for each of the degraded modes as a result of
environmental conditions are as follows:

a) 75% of maximum Operating speed for no more
than 5 hours per year.

b) 503 of maximum Operating speed for no more
than 1 hour per year.

rae System shut-down, vehicles remain on elevated
guideway for no more than 1 hour in 10 years.

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system shut-down, vehicles removed from
elevated guideway for no more than 1 hour
in 20 years.

occurrence of maximum design loads or
conditions on civil structures for no more
than i hour in?00 years.

Environmental conditions
eee Sees CONG eTONns

The system design shall take into account all
environmental conditions which may affect the
performance of the system, especzally:

Snowlall; the effects of intensity and
accumulation, concurrent wind speeds and
temperatures.

kainftall; the effects of intensity and
accumulation, concurrent winds speeds and
temperatures.

Ce aGCretion on both horizontal and vertical
Surfaces, concurrent wind speeds and
temperatures.

wind, steady state and Gust velocities with
due precaution for the effects of Pat
buildings and other obstacles.

maximum and minimum temperatures, rate of
Change of temperature and effects of solar
radiation.

relative humidity and condensation.

Crescte Of salt atmosphere.

seismic disturbances. =

Return Periods

Table 5.9.1 shows return Periods: for rain, snow,
ice and glaze, wind, and temperatures. for 6
Canadian cities.

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SNOW
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58.4 cm/2
days
ICE & GLAZE
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Electromagnetic Compatibility

Ambient Electromagnetic Conditions
eee ee ee eee ONC RE ILONS

IcTS shall function to full performance, safety
and reliability requirements in ambient electro-
magnetic fields having any combination of
components of amplitude less than or equal to the
levels specified by the amplitude spectra of
Pigiee oelO.l through, 6.10.4. ICTS shall also
function in radar fields of up to 200 volts/meter/
MHz in the frequency band 1-10 GHz.

Control of EM Emissions

All ICTS radio communication equipment shall be
approved in accordance with applicable Canada
Department of Communications (DOC) Procedures and
U.S. Federal Communications Commission (FCC)
Regulations.

Electromagnetic emissions by non-communication
sub-systems of ICTS shall be limited in accordance
with applicable DOC and FCC Regulations.

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5s 21 Operational Reliability

Spent i eae Introduction

The IcTsS will provide a standard of operational
tetvarwliuty (equal to om better than that of

existing rapid transit systems. The following require-
ments in conjunction with a specific scenario at least
50 km in length provide the basis for analysis and/or

Simulations to calculate sub system MTBF and MTTR goals.

TeTSsoperational reliability is described in
two complementary ways that emphasize respect-
ively the needs of the passenger and the opera-
Eos.

The passenger perceives operational reliability
im terms of delay, so that for his needs, the
operational requirement is stated as limits on
frequencies of delays of given duration. The
operator shares the passenger's concern for
delay and is additionally concerned with avail-
ability. Avallability is the readiness of
equipment for service when it is required.

Both the extent to which delays propagate through
a system and the operational availability of the
System are,Site specific. Factors which relate
to this must be taken into account at the time

of specific design.

Lo aes Be ee Delay

Causes. of delay are broadly classified as:

a) those due to cumulative random effects,
such as Variation in dwell and merge
Conticrsy

b) those due toe vandalism, crimé, or acts of

nature exceeding the climatic conditions
Gb SECEPVON A D..9s

c) those due to equipment failure.

Delays caused by category (c) shall meet the
requirements of section 5.11.2.1. Delays
caused by categories (a) and (b) as well as
those of (c) shall be minimized by judicious
application of the methods outlined in
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5.11.2.1 Delays due to equipment failures

The number of delays experienced by the typical
passenger* due to equipment failures that
Focuses eitier trains coming to a £ull stop
CeCe sthagility Or a train to. start and
proceed shall not exceed:

a) two delays of any duration in 1 month

b) one delay in excess Of 6 minutes in 1 year

col) one delay in excess of 30 minutes in 5
years

veliw2.2 Methods to minimize delay

Emphasis shall be placed upon design and
Operational means to minimize the likelihood
and extent of delay and to rapidly restore
normal operation after a delay has occurred.
Delays should be minimized by:

a) Equipment Reliability
All equipment shall be designed for maxi-
mum intrinsic reliability compatible with
its intended purpose and other system
constraints.

b) Redundancy

Trains of vehicles have powerful inherent
redundancy that must be fully exploited.
Failure of a propulsion motor or auxiliary
in one vehicle should not result ina
service interruption; the train must be
able to maintain a least reduced perform-
ance in order to travel to the maintenance
area. In the design of vehicle on-board
control, Consideration must be given to
automatic changeover of lead function from
one vehicle to another.

= The typical passenger is the average of the passengers
who travel through the maximum capacity link during
Gach Oo. the two. daily 15 minute peaks in line
Capacity. He travels 5 days per week, 50 weeks per
year. The distance travelled is site specific.

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S-ll.2.2 Methods to minimize delay (cont'd)...

c) Operational Procedures to Contain the
HEIRESS GSE Delay

inese are typitied by:

i) schedule adjustment to prevent
propagation of delay to trains
following one that has experienced a
random circumstantial delay.

11) rerouting and scheduling around a
elosedq A1nk..

d) Design for Rapid Recovery

ihe following techniques, and others, shall
be embodied in the design to promote

hapid restoration of service in the event
of equipment failure:

3°) taciiLities for rapid access (by
maintenance personnel) to failed
vehicles and guideway-mounted
components;

Hi) “alds tO rapid diagnosis and repair:
tut) epi Lrerourcing;
iv) manual driving capability;

v) tow and push capability, failed
vehicle unpowered;

Vi) emergency refuge fora failed train.

e) Health Monitoring of Vehicles
eV ENICLES:

Vehicles shall be capable of indicating
marginal and failure conditions to the
Central Operator. Local failure indicators
to aid diagnosis and repair shall be
employed to the maximum extent consistent
with other design constraints.

Serr. 3

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Availability

Availability is a measure of equipment readiness
for service, and is dependent on reliability and
Maintainability and the number of spare
vehicles.

Vehicles

In the two 3 hour peak periods, the number of
vehicles available must not be less than the
number required to meet system capacity with
crush loading and the fleet required to meet
system capacity without crush loading must

be available 90% of the time. In the off
peak periods 50% of the fleet must be avail-
able. The combination of spare vehicles
INEDINS Cc reliabtlaty and maintainability’ shall
be chosen to optimize capital and operating
COSsts.

Stationary Equipment

The unavailability of this equipment can

result in considerable degradation in the
services provided. An ICTS must restrict

the extent of the degradation and the frequency
of occurrence.

The number of available trips shall not be less
than 70% of the number of possible trips and
all possible trips shall be available 99% of
the time. This requirement could be met by
providing alternate paths or increasing
intrinsic reliability or reducing the time to
restore or some combination of these techniques.
The combination chosen shall optimize capital
and operating costs.

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Dee Safety and Security
5.12.1 General

Safety refers to prevention of harm resudting fron
accident. Security refers to protection from harm
or fear induced by deliberate actions of other
Persons.) the goal or ICTS is to provide a level
of Safety and Security equal to or better than,
existing transit levels. This objective will

be satisfied by a combination of analysis,
functional testing and statistical evaluation
using recognized and proven techniques.

The system shall be so designed that no Single
equipment failure, no single human eLror, (Or
sequence of operational procedures can cause

a hazard to passengers, general DUDIs ClO: Stari,
This shall be verified by hazard analysis.
Hazards resulting from known multiple errors

or failures must be identified, and safe system
reaction must be successfully demonstrated during
the safety proving test program.

The passenger is assumed to be inexperienced and
must be protected from hazards arising from lack
Cf familiarity, inattention. or inadvertence.

Passengers and public shall not have access to
the guideway except in highly unusual emergency
Condi bicns.

IcTS shall have a high immunity to compromise of
Safety or Security through acts of vandalism.

Hievaeston of ICTS shall facilitate detérrence of
violence through surveillance and implied threat
of detection and apprehension.

Security systems which are additional to equipment
necessary for operation of the system, e.g.
television surveillance, shall be independent
Options. System safety and Operations shall. not
be dependent on such independent systems nor shall
System safety or operations be compromised by
their use or their failure to perform.

Wolewe Vital Punctions

Functions having specific implications for safety
are Gesignated as “vital”. The term "fail-safe"
has no universally accepted, precise definition,
and is not used in this document.

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A specific implementation of a vital function is
acceptable, and can be described as "safe" Oni
if all failures or combination of failures are
within one of the following classes:

cs)

Result in conditions known to be safe.

Have been proven, in vital Operation ina
Similar ground transit environment, to have
acceptable low probability of occurrence
(the resultant injury and fatality rates
are tco low to measure).

Have been demonstrated by analysis and
testing to have a probability of occur-
rence less than 1079 per operating train
hour:

ihe probability is based on these assumptions:
8

1S We fatality rate of the order of 10 per
passenger hour

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unsafe condition results in an accident
imvolving "the fatality of all passengers.

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Safety and Security of Passengers
eee AES CNg ers

Structural Integrity

The guideway shall remain functional and
Operationally safé under all design load
Conaitions.

The vehicle shall sustain without damage a
longitudinal collision at 1/5 m/s with a fixed
plane barrier.

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Vehicle Retention

The vehicle guideway interface shall retain all
vehicles under all operating conditions and/or
vehicle suspension failure. All Veniclec chal.
be retained on the guideway in a longitudinal
collision between a stationary train and a
train travelling at the safe civil speed.

Fire and Noxious Gases
ee SHG NOSLOUS Cases:

Vehicle shall be designed to be highly resistant
to fire and the production of fumes and noxious
gases. Insofar as possible, materials shall

not support combustion and Passengers shall be
isolated from any combustible material. Air
Circulation systems shall not draw supply from
any zone that can become contaminated by

noxious gases.

Passenger Evacuation
ee ee CUE OM

In any abnormal circumstances, excepting advanced
fire and/or noxious gas concentration, passengers
are safest within the vehicle and will be strongly
influenced, by design and Operational procedures,
to remain in the vehicle until evacuation in a
station is possible. Notwithstanding this

policy, means of emergency exit from the vehicle
Shall be provided. Use of such means shall

Cause the central operator to be notified. The

passenger shall have access to means of stopping
the train.

Safe Movement Control
Se Y Ee COR EEOL

To preclude confusion or conflicting commands,
there shall be a single central Operating
aUCnor LLy..

The Command, Control and Communication (CCC)
System shall ensure that trains do not collide
with other trains, attempt to traverse an
unsafe switch, exceed the safe civil speed
1amiLes, start with Open doors, or roll-back when
stopped.

The system shall guarantee safe train separation
under the assumptions of an instantaneous stop
by the leading train and a service brake stop by
the trailing train,

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5.12.3.5 Safe Movement Control teome Gar... 4

The CCC system shall guarantee a safe command
speed under all operating conditions.

The central operator shall have the abielacy. cS

reduce speed limits. All Operator changes shall be
logically verified to prevent inadvertent, inconsistent
or unsafe changes.

The CCC system shall guarantee that the command

speed shall not exceed the safe civil speed

dictated by guideway configuration.

Automatic train operation shall not be permitted
if there are manually controlled vehicles in the
System unless the control system is Capable of
position surveillance of the manually-operated
vehicles and there is two-way voice communication
between the vehicle operators and the Central
Operators. During manual Omeration, the vehicle
er rencant shall not be Capable of over-riding

the automatic safety system.

The system shall immediately cause a train to
stop in any of the following situations:

a) overspeed by a defined margin

b) improper uncoupling (see 5.12.3.8 d) )
c) unsafe switch selection

ad) xroll-back

e) loss of data communication.

The system shall cause a train to stop in the
next station in the event of a vehicle fire.

Safety requirements will dictate, for vital
functions, that positive indication of
consistency of all vehicles be a condition of
Operation, e.g., door closure before Starring,

in the event'of loss of Such positive indication,
the train must revert to a safe condition.

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Vehicle Interior Design

The vehicle interior shall be designed to
Minimize hazards. This includes, but is not
restricted to, the provision of adequate footing
and handholds and the minimizing of unyielding
Srashaup furnishings.

Emergency lighting and ventilation shall be
provided in vehicles.

Safety and Security in Stations
See eS VEE LEY Sin ola cions

Station ifacilities shall be designed in accord-
ance with the best practice to minimize physical
hazards to passengers.

Individual properties may wish to make provision
in stations for station attendants or for closed-
circuit TV or audio surveillance of stations.

Stations shall be well-illuminated and laid-out
to maximize visibility of all locations from
Within and without.

Measures shall be incorporated for the relief of
crowd pressure on platforms, escalators and
Stairs

Vehicle Coupling and Entrainment
ee ee OO NCP a lLnMeny
The CCC system shall guarantee that:

a) coupling between two units is not commanded
unless one unit is in the fully-stopped
condition (zero velocity, brakes applied,
Prepulsion-power off).

b) vehicle-to-vehicle contact does NOC occur
at a speed which exceeds the no-damage
Crash-worthiness criterion. (Also see
Sectionc4.4:2.)

c) decoupling is not commanded unless the train
is in the fully-stopped condition.

d) unscheduled decoupling shall immediately
cause the trailing section to stop at the
vital braking rate. The leading section
Shall obey safe speed control.

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Vehicle Coupling and Entrainment (Come "Gre.

Automatic coupling in the downhili direction
requires that the parking brake hold the parked
section against the coupling forces under all
conditions.

Braking

The braking system of each vehicle shall have
a braking mode which is "vital". This vital
mode shall be irrevocable until the vehicle
has) comes toca full. stop. and-shali provide

a retarding force not less than the service
brake(s) under all Operating condi tions.

The braking system shall be capable, of holding a
crush-loaded vehicle stationary on the worst
grade for an indefinite period of time.

The vital mode brake shall be capable of safely
stopping the vehicle with full Propulsion force
applied or a vital mechanism shall be
incorporated to eliminate propulsion force when
the vital mode brake is applied.

Ventels. Plectrical Grounding
ee ee eS OUnGI Ag

Zero voltage potential between vehicle equipment
grounds and the vehicle chassis shall be assured
by the electrical bonding. The vehicle chassis

Shall be redundantly and continuously connected

to a multiple-point earthed system.

o-12.3.11 Switching (see also Section Sa |

Power shall be applied only to move the switch
and shall be removed when the commanded switch
position has been reached.

The switch shall be locked in a safe POSLtELOn by
a mechanism that is independent of the Switch
movement mechanism,

Before a train reaches a position less than a
safe braking distance from the Switch, the
following shall be independently verified:

a) the switch is in a safe POsiTt1 OT

b) the switch is locked.

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GUIDEWAY

As stated in Section 2.3, suitability of the guide-
way for elevated application is a fundamental
Characrervetlicuot iCTS ~) The guideway must also be
designed for effective al-grade application at
reduced cost where interference with other-modal
Plariac Gan be Satisfactorily reduced by grade
separation of other modes. The guideway must be
Suitable for sub-grade and tunnel application:

Main line elevated guideway, stations, crossings
and interchange sections will be situated on
express highways, railroad and hydro line radhnts=
of-way, arterial roadways, strip-commercial and
Central Business District streets, and main
roadways through suburban areas. ICTS guideway
Shall be designed to minimize visual INELUS LOM,
Consideration must be given to the integration
Ofiguideway and station areas’ within the con—
fines of existing and future buildings.

Rapid access to all locations along the guideway
(elevated, at-grade, sub-grade or cunneLl) ais
required by maintenance and Operations personnel.

Guideway design shall minimize the accumulation of
Snow, ice, water and trash (blown leaves, paper,
etc.) Provision must be made for effective
removal of these contaminants without hazard to
the public.

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c) power has been removed from the switch

dad) the speed limit for the switch has been
acknowledged by the vehicle on-board
Control,

Phe veri ricatton process ‘shall be -wital. “Lack
Of verifieation shall cause a safe train stop.
After the train reaches a position less than a
safe braking distance from the switch, switch
Movement siatlnot Occur until the train has
Cleared the switch.

Dire 2 aca Safety of the General Public

The existence of ICTS guideway shall not pose
hazards to the general public. All operations,
including normal vehicle travel,

Maintenance, and removal of snow or ice shall
be hazard-free.

ine deneral public shall be protécted from
endangering itself in connection with IcTS
through inadvertent action or carelessness.
The guideway shall be difficult to access at
all points. Power rails shall be so designed
tat Inadvertent contact is’ very difficult.

By, 12S Safety Oe Operations and Maintenance

ihe “design Of wracilitves for operations and
maintenance shall ensure safety of staff.
Special emphasis must be given to requirements
for personnel movement on guideways.

Hazards that cannot be prevented by design shall
be identified and controlled by means of
EnNStructions ana procedures.

elie ol Passenger/System Interface

pee EE Re I Passenger/Vehicle Interface
Se ee ZA eT Lace
5.13.1.1 Automatic Door Operation

At a normal station stop vehicle doors shall open
immediately upon satisfaction of Safety require-
ments (zero velocity, power removed from motors,
parking brakes set). Consideration may be given,
for reasons of reliability or climatic control,
to an arrangement whereby doors Open only upon
passenger actuation from the outside or inside.

All doors shall close simultaneously after a set
interval measured from the train stopped
condition. The design of the Command, Control
and Communication sub-system shall permit
adjustment of this interval from station-
to-station and from time-to-time.

An audio alerting signal shall sound at each
door, commencing just prior to closing and
continuing until the door is fully. closed... Its
purpose will be to alert, not to alarm.

If obstructed, doors shall exert a closing

force that will not cause injury. Doors shall be
fitted with flexible edges through which
articles of clothing can be pulled. Large
objects shall prevent door-close verification.
Lack of door-close verification from any door in
a train shall prevent application of propulsion
power and release of parking brakes in

every vehicle in the train.

Doors shall open and close at the maximum rate
consistent with other design constraints. It is
preferable that door movement rise quickly to
the maximum rate then taper off as necessary to
bring the door to a smooth SEOpuat- 1ts, final
position.

5.13.1.2 Load/Unload Time

Vehicle seating and open areas, number of doors, and
their width, shall be such that passenger exchange
can be accomplished, exclusive of door opening

and closing time, in fifteen seconds under the
following conditions:

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5.13.1.2 Load/Unload Time (cont'd)...

Jet del.

Vehicles initially loaded to practical
Capacity.
Alighting passenge to 50% of
vehicle practical

Boarding Passengers equal to 50% of
vehicle practical Capacity.

Movement between platform and train must be
safe and easily negotiable by the infirn,
elderly, and disabled. It must not be
possible for passengers to be injured or
trapped by opening or closing doors.
Vehicle interior design must facilitate
smooth flow of passengers and encourage
movement away from doors.

Waiting passengers on platforms must be

able to view the vehicle interior to
determine load, seat occupancy, congestion
near doors, and numbers intending to disembark

Procedures for boal
vehicle door opera

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STATIONS

Single-track and multiple track stations shall be
PoequitTede: fhe design of on-line, single track stations
shall not preclude modifications required for multiple
track Operation. Stations shall be designed for manned
Or unmanned operation.

It is desirable that stations be modular in design
to permit prefabrication and rapid on-site erection
with minimum disruption to the local environment.

The design should facilitate extension of platforms,
and addition of switches and platforms without

major disruption of service. Where stations are
incorporated in other buildings the guideways

shall be structurally independent of those buildings.

It is essential that stations be designed to
minimize visual intrusion. The goal for maximum
platform length is 35 metres. Designs should
Narieonize architecturally and functionally with ‘the
Surroundings and intended land use. Where possible,
stations shall be functionally and physically linked
with intersecting transit facilities.

Stations shall be designed with space provision for
manual or automatic fare collection systems. To
prevent station closure owing to failure of fare
collection equipment, each access area shall have a
minimum of two independent exit and entrance turn-
stiles. Convenient access to the system shall be
provided for persons with baggage, baby carriages or
Similar encumbrances by means of special entrance
gates.

Queuing arrangements must not conflict with the
counterflow of passengers. Platforms shall be
clear of impediments to free flow of passengers.
Stations may be required to accommodate passenger
flow control mechanisms.

Platforms and station facilities shall have the
capability to be enclosed and protected from the
elements. Some form of windbreak shall be
incorporated in all stations. Escalators are
required in all grade-separated stations. Station
designs shall make provision for service to
physically handicapped persons where required.

Ali “stations shall be well lit. Interior waiting
areas and passageways Shall be clearly visible

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STATIONS (cont'd)...

from the exterior where they are at or above street
level. Sightlines of platforms and other station
areas shall be as continuous as possible to
facilitate surveillance and promote a feeling of
security. Spaces underneath elevated stations
shall be well lit.

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Operational Procedures (cont'd)...

Operational procedures that must be addressed at
the outset and throughout ICTS development. The
employment of automated trains and stations will
impose operational situations which must be fore-
seen,

Normal Procedures
a) System Start

- train checkout

- guideway security survey

- central control and guideway automation
checkout

- train deployment

- station opening.

b) Schedule Build-up and Reduction

- train entry and exit

- clearing of passengers in trains withdrawn
from service.

c) System Shut-down

- station entrance closing

- clearing of passengers from the system

- delivery of empty trains to maintenance or
storage

- shut down of wayside

- input of next day's schedules

- system lock-up.

dad) Service Mode Change
e) Schedule Alteration

- shortening dwell times of individual trains
at individual stations

- incremental over-speed of individual trains
using propulsion reserve afforded by level
guideway, lack of adverse winds, etc.

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Abnormal Situation Procedures

A requirement common to most abnormal situations
will be the assessment of the situation, in the
initial absence of operating personnel, and the
quick deployment of personnel. The following are
illustrative of abnormal situation procedures that
must be developed as part of the ICTS design.

a) Train stopped on Guideway
b) Train held in Station

c) Vehicle fire or smoke

dad) Partial Failures

e) Manual operation of trains

£) Vandalism or threatening action.
System Software

Rigorously controlled procedures including re-test
requirements, shall be established to protect on-
board and wayside software. Changes to fixed data
shall be possible only while the system is in a
non-operating mode. The data-input routines

shall protect the system from erroneous

data by rejecting all known unsafe data and
requiring re-acknowledgement of all data before
acceptance. Operator inputs to wayside processors
shall be limited to those normally supplied by the
central processor and required for degraded-mode
Operation. The wayside eqipment shall reject all
Operator inputs while there is active communic-
ation with the central processors.

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Full text of "Agreement for a Hamilton ICTS Pre-Implementation Program Between the Regionality Municipality of Hamilton-Wentworth and Urban Transportation Development Corporation Ltd."

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